‘■'BRARV 

mateST'''''"'"''’'''”'' 

,"'’a  «aSre',°^ *a 
'he  uZersffy  "®  'masons 


fete&AL 


q711. 40973 
F646a 


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lll.^oq-J  3, 

f~  (oH  (b  CKJ 


•rAEXB  OF  CQKTEiiTS 


If 


!I}sII3KRS  OF  CITY  PLACING  BOARD 

PART  I - GJBI'^ERAL  SDX'JIKY  OF  REPORT. 

OF  TiiADS  MITTAL* 

Ge*'ier&l  Pra;3r&n.  * 

NUMMARY  OF  GOUGLUB AIID  RFCOK;^lixY)A!riO}a , 

Pro j ects  e3p©cis,lly  recotuaiendsd 

PAR?  TI  « DSTAIIiED  riSGUSSJIOR  OP  BASIC  -^ACTC: . 

^ 0 e ne ral  C hr^.  r a e t e r 1 1 1 o >5  of  Grot^th.  ****,»»»,, 
Rel-^tle  as.hlp  of  Ro?.u;:.  ^ ..TrTTrr^ 

TI*>  ^a>74  TiriAA^ 

^ V «.  ii,  w r\i(.;oww 

Prec r.Aant  of  Pu'blic  Ov^nfership  * ^ , 

'^o'  and  Needed , 

Pi- r^*-*  £,  p ; ‘■■rr 

PHilroad  JSxt  enr.ion  Bel^t  edo » 9^, 
Pr.ovisir,.!  for  ths  Fj  vUro<, » g * «».  * 8 * ^ * 

“ R£'llr:::-;^d  FaollAtdos  Traffic: 

^ ft  Y*  r»i«‘«*i  II  I I miw 

Pt’  Ci  ^V-  ~.  j,  — ^ 

■T'>^'  'I'a  ‘#•#»'i^^s+  ■^' 

•0.-  -vrJ  :v,-.V  '^’■^^■S'9 

^ - .»  .J  , —C.  A w^,3  »'G*?>.  - ?-«■>  »»»*»*»  SI  >*j,»s6»»*a«6j««9i»i, 

T 1 j ^ A V>  € * ^ "*  ‘ - 

^ •?  Vi /T"  A 

0 r ^ “v^  ? ^ i ^ ‘ 

•*  *■  y’  • <** 


&ec',  0 


f f»YPT''^::;.pert  cf  ??iIro.r.d  '^a:'^/.- 


r ^ V.  ^ 


‘ 9v  ^ >• 


' .V>i  V!^  : . *>•.,  - C'A. 

f-  ^ Y»  ^ ^ r!  M Y ^ C'  '5?  r> 

— — vw  V' A AW  ./  V ;.••  r.  *,.>.,  t-.ih  too^  *. 

!i >4 w Icy  . f ;.ff ^ " J.‘itex'l\  ren^e <>*.,.,.  * o . ^ s . . * 


n *"i'V  '»•  *- 


T'"-  *5 

«*  im*  • iti‘Jn«iA  ^ 


.1  w« 


tAPP.  A *-  and  Grc-£i.t  Irt-k^s  I'fAilitt&d  Rntrapce, . . * . 

(See  P rsl  ^ ni^I^.ry  Repo  rib  S' , App  shdi  < ^ ^2  L“TTr.d  3) 


O 0 0 A*  9E 


Per  ? C-.it«cf  .f*  * 


Scr;^  j Si  de  In»5';3.gtiiaf.  Pp.Tcic-oitioT.t «.  * ..4,  * 

J}--  '.'^  ''■’^'de  T ndusirlr:,!  !Pi3* rJ c t ♦ ***** * .V. . . * 

*>  0*  *a\  ‘r  BB^  84.*****  U**  *******  0^8********  9*  **** 

Ee£‘f.  r7n't:.cr*o  di:  B^lt.  UbCS  Pl&n^  ^ » » , , * * * 

Section  A ..tfOic  Ssn^’lci  Belt  llnev  * , * , 

^ ^ T *?  • j3  ^ ^ I * 0 * " t ■ C ^ -s  *^”7^ * 


9 ^9  »*«v  ‘i  i I 14. 


S.-iC-tlon  0 -.  i^cM  Jt^llroad  Cntlet  for  Charrolet  Pj^tidot* , 
Grs.nd  Trur*k»Pflr-:  f'.Tnuette  Intexc.han^e . * * 


If’ 

20 


r*frJ 


' ,i  J*5 


27 


<f. 


n4 


■^jsi 


47 


5C 


^-^"niiiJM  mill——  — nr^-^  1 " ■ ii  ii  ■ — ■■■— i ■ murn-i-^M^^^i  ■■  imim  ■ mm  mm  «*»’»’* 

Seccii'^  St , Vi^dtjctj , . . . ^ ,- . 


.«•  d ^ m 


* « I ^ 


- Gran-'^  Trt.inl:  Sadt  Side  ^ ^ 

Pre'  i»vli-.=i  Strate^ngr^t  inc^xs't  ^ ^ ^ 

Suggsstsw.  Pifividions  fo:.’  Temporary  Gi*ant <>,,»» 


J.  - U^Iq:^  3tat--t on '^Plana  and  Gi’ada  Separate ;v;i.  . 

Chilian  Stat-'iOiis  Psrs  ^.r^^tiat  ’ce  Sit«„ * 

^ W ^Tfn»viV  P"?  +■*» 

" ” St.johii  St.  Sits..., 

?x commended  Site* 


» 


«»»»>»»*«»  >4>»»e». <»•»*. e»»i.*.»i.^ 


Mv:.U  J,c  P * lutfr-i:c"^n  R .2> .?ac  i 3 it  i ss  and  P eyelau.rien 1 1 
Mi chig-an  El ec  tri.5  Hy . Intr-inc e. . , TH*. . Ti-Tr? . . 

Alternative  Lot?/  CralQ  Entrance. . \ 
rnion  Electric  Depot  Development. 

Ui  tl.mate  DlTcrsion  of  Int  e^urlians 

Po ssilsls  St 3aiT:-.E.lect.rio  Union  Station. 


'eoyici:^  10  Transit  and  City  PlaaiMg,?, 

J5-tney  Competition  as  a dep’endabl e s e rvi c s ,,,... . 
Auto  Bus  sei^ic^  oi*  trial  routes^ , 
Prino tpal  factors «o.5.»*. 

Sue'gssted  Developsient  Plan,  . . . , , 

G ity  Plan  improveiRen ts  rcqai  red.  

iff 't ..  ..  ...  .....  ..  ....... 

T)isGuasi.on  of  Improvementa 
Prepay  Loading  BeridiS  e 
Stre^et  WidtiCB  Car-Lina  Operation,. 


• « » • # 


«»»9ta99«9e»»#99»9«9»f» 


• * ♦ # 


9 9^99* 


♦ t » » 9 

• 999^ 

• 9 9 9 « 

• 4 # » > 

» > • 9 O 

* 9 • • <9 

9 9 9*9 

* 9 * ? » 


APrSJfDIGES..,.. 


• 9%999»*999  99999I90999 


CO 

60 

dr- 

71 

65 

66 
6? 


71 

72 

73 
’?4 
7< 

7e 

77 

78 

79 
30 
£2 
84 
84 

W 4 


91 


AIPE’^HX  HO.  1 « ?EELI#^7AEr  KSPOm  OIJ  HOETE  PLIHT  GROSSING: 

^terii^tt.ive  Proposi tionB 

L oiitrorii fig^  c-raaes  and  Curves 

w ^ . ....6..  .....  , . . , . , . .................. 

El s vat 8d  Structures »«9*»»*»»9os.9..a.»....»». 

Ci*oe3ings« e.»«.»«*j»}«»»,. 

Great  Lakes  li.R.  iiligniaeiit » 

Pere  2£arqv,«tte  P.HeAligniiient®.  , 

Buic^  Se r^ic e laro. ...o... 

'j’T* e«a if ^x«ake&  H .jil.  xard  Plan <>«.  .»  t#... ... . 

t i Cii  to  C A ty  X 1 an 

*Jk  ii  i.  . . . . . . . . . . . . . . . . . q ^ ^ ^ ^ ^ ^ ^ ^ ....  . . . 


6 

4 

5 

e 

7 

8 
8 
9 

ID 

13 

14 


AiTSiiDlX  HO.  2 « GMIRTSR  AilSiiL'OTlS  . 


t.kBLe  ns  ooKiLi-is 


APT^^^i:;  "o  ■ Pi^iiiiicAEY  rLixt  belt  like. 

Latter  n-X 

RctIsw  of  Pit.  ?oadiab3  and  BeTsIspnents^  s 


Line  BlarkS  X«  Y and  Z*.  , . 


C'^•e  •€»««•>*»•«*•  » 


«*«»*«  » 


» « « ft  4 * 


ir 


i.nalTgls  of  Belt  Zi.iiQ  '2 

Ov.^anization  of  y7t.l;;.t  Indi^tri-TJ  Belt  Railroad: 
of  B i Oi?l 

Extent  of  Bast  Side  Industrial  Bis t riot. 

Constiuctioii  Work  In^olTed, 

Method  of  Operatic  n«  *••••><*«>•»*»»*•*•*>«»»»*••»«>»• 

Organiaation  of  Belt  Lina  Oparationa* ^ . 
Besoriptioa  of  Belt  Lino..,....,.,,,.*...... 

Proposed  Assigmaent  of  Highta«of»way > . 

Suppls-^aental  Biaauseion,  > . , . . ' 

Bxpanaioa  of  Di»y&riot  v 

Treatment  of  WestSiT.  Road 
^’^£;o;3ted  Layout  of  Industrial  B.lstxiot^ 

Ejw  ts  a do  jmO  n 0 ^ Md  Qr  6W  Ys.  rv^  *.  9«. 

0 0 ii£ip-«R e 1 0 B alt  Lx e 
Or  ad  a Sepe^x^a^lon. 

C 0 n 1 7 HO  t Ar;,  r -::t  jimen  t : 

List  of  contracts  and  deeds...,,,.,,., 

First  - Be r.>dB  of  Transfer ; 

1-  Cwitohing  service.,,. 

2,  Interchanges 

3.  Division  of  Cost r,.. 

4.  Proper  Location  of  Crossing* 

5 . Through  and  switching  tracks. 

6,  liain  Line  Crossings,  , 

7,  Universal  Switching  Searvloc 
B.  Reasonahlc  Tariffs. , 

^ . OJ^arges  .<Ao sorted.* 

10  Arbitration  of  Disputes 

11  Form  of  Motive  Porer... 

12  Extension  of  facilities 

13  Separate  Acjeoantlng, 

Id.CoMpiation  of  Belt  Lins. 

15  Great  Lakes  Joint  Rights 

1 6 CoLicined  Bridge. 

17  Gx^eat  Lakes  land  Compensation. . 

13  Right  of  Recourse 

Second  » Su-c elemental  Becro-w  Af^reeaent . v^" 

ExbihiVB : 

* Ircntisptece  « Schciuatic  Track  Btagraon, Initial  Belt  Line. 

♦ Exhibit  1 - Typioal  Section  of  D.  velopment.E-Side  District 

e Exiii'iiit  2 - Typical  Block  Plan  and  Track  Layout  of  Dis- 

trict. 


■ * 4f  ^ J 

*«##•  «eei»*»eeee90ooC9ee* 


et»>ee9see»3'*ee 

<rv«e<e#9eeeee»eeee«»eeeee 


♦See  following  Exhibits  9 and  11. 


h rii’*Witf-^ii'ln  wii-... 


M « OJ  6»  M O*  w M 0»  W <»  M >0  N>  M W M tO  tC  0>  CO  ^3  t-*  W H r < H 

Xw  09  oa  M W H M H O O O O «5  a>  CD  00  «U  -7  0»  <W  0?  JO  ^ ^ O «>  «C  t.n  ^ H *0  %i:n£>  ' 


. ^ 


EXI^^iriTo  ACCQI.:i^i\iryiTTa  HruPQjg 


grontioTilece  < 


*•  Exhibit  1. 


7. 

3* 

9, 

10. 

11, 

12. 

13, 

14A. 

14B. 

15. 

16. 
17. 

A-IS. 


Schematic  Diagram^  Elint  Track  Plan, 

showing  present- and  proposed  future  development, 

l£ap  of  Lower  Miclaigarip  showing  13  existing  rail- 
road systems  in  code, 

Diagrarji  « Growth  of  building  permits. 

Growth  of  Barfe  Clearings. 

" « Population, 

" “ Assessed  Valuation. 

Curves  showing  density  of  train  traffic  across 
Saginaw  Street, 

Diagram  of  Vehicle  Traffic  across  Saginaw  Street, 

Sketch  showing  suggested  change  of  switch  layout 
in  track  at  Water  Street. 

Track  LayoutA-East  Side  Industrial  District  - 
NO  neutral  tracks  or  yards. 

Track  Layouts-  East  Side  Industrial  District  - 
WITH  neutral  tracks  and  ^''ards. 

Typical  section  of  East  Side  development  - 
Plan  A,  with  Electric  line  along  Western  Hoad, 

Proposed  .Chevrolet  cut-off  curve  for  Test  Side  freight 
traffic. 

Proposed  G.T«»P.2i.  interchange  curve  at  Eenton 
Road  for  West  Side  frei^t  cut-off. 

Industrial  development  of  Thread  Creek  Bottoms  « 
Ultimate  Plan. 

Same  - Ultimate' plan,  modified. 

Proposed  viaduct  at  Seco.nd  Street  to  accommodate 
Thread  Creek  Development  Plan. 

Condensed  Profile,  Grand  Trunk  Railroad,  main  line. 

” « Pere  M3,rquette  Rs.il road, main  line. 

Union  Station  Plans; 

Railroad  Elevated  along  present  lines  with  sep- 
arate stations; 

Profiles  (See  condensed  profiles  16  and  17) . 


P 


<.^1^  • ■ ftfr-.-tr.  I ' 


•’'’^'SiTTW  T^W**ri» 'T  ' 


■ '‘>,  r'/.i 


T.- 


7'^':  ■ ■; 


'i<r'’ 


il’:> 


. I.  1 


SsJiiKlt  B«19.(’Jnlnn  Station  BlsSs  of  Sr-.^inas  Strsat. 

B'-Sr»,(Profil©  of  (Jmna.  Trur"':  for  Piin  B, 


jhi,* 


IS 


* ' r 


A^v'w'  r, 


m'.: 


V, 


C-3X  (Union  Station  Plan  norta  of  Sag  lx?  aw  St, 

C«C2  {Profiles  aocomj^anjriiafi  Plan  C«  Pare  iferq^istts, 

’ C«*23  ( " “ " **»  Grrand  Trunk- 

B«24  fCTiiion  Stat-ian  Plan  West  of  Pllnt,' rjip«jv 
B ’25  (profilGa  accompanying  Plan  P,  Pei'e  MriVi’actta,' 
P-26  ( « »»  **  *’*  Grand  Tru/fi3c. 

k, 

27,  Possible  deTslopment  of  Tatar  Street  «lt.h 
Gra-id  Trnra;  elevation* 

28*.  Poeaille  developi'iant  at  Wat^r  Str*r6t 

with  Grand  Truift  dsSour., 

29*‘S-'TTar.Blt-  Plan  street  rsilmy  lines, 

e::!  sting  and  propasied<!- 

f’Os  P.ecord  Survoy  IJap  shovjirtg  all  oxieting  railroad 
facilities  in  Pllnt-  Piotrlct;,  Tfitii  prop' nei 
T-ast  Side  Tri'tn??  tidal  Pi  strict  ImyroyesentSa 


._p.j  ^’’  > <■■'’  *' 

; >v. 


'>  -r 


%,A.  .’.' 


8:’*'4r 

. '.'A.-  ■ 


it'V  ■ ■j.r.,.  ,,  ,-1  I 

'■’vi'-"'!  ' 


u 


•.i  ' lA' 


t .'  ■ K 

'.'■'Van'  ■' 


vf; 


MEMBEF.S  OF  TiiE  OITY  30 ABF 


CITY  OF  FL-m.  mCHIG Al\ 


QBOnaiS  c„  KBiLlAR,  HAYOHg  CHAIHM^iT 

J>AVLAS  DORT3  TICE~CHAimiAN, 

•*» 

D3I0S  lOTCOIiBS,  SEGKETAKY, 
tIOEM  He  lla:301TAL3o 
EI38SE  :UCOMBFB, 


B I o N J.  Arnold 
South  LaSalle  Street 
Ch  ICAGO 


L3^!TO  TJ^iSigTm • 


^ S 3Cj  3 919« 


To  the  Ksyor  sdcH 

ifienifc<»rp  of  the  City  Flsjiniii^  Board ,,  * 
City  of  S’lint^  ki chi  gun. 


Gentlerr-Ar: 


In  acccid&nce  vith  the  request  cf  S£r»  JoD<I»ortj 
Vice-Chairman  of  your  City  Planning  Boards  autho rising  aie  to 
undertake  a ct*;dy  of  the  treneportation  i-equlrenente  of  your 
city,  I heg  to  hand  you  herewith  asy  report  upon  the  Guhjeot^i 
ertiaitted  to  me  for  cojaeideration  under  the  t&Tm  of  th^ 
oontraet  hetiyren  your  Board  and  layself#  The  eseenti&I  re- 
qiiireii.entB  of  thie  contract  ss  stated  there!?*  are  indicated 
hy  the  following  67:oerpts 

” (a^)  t ^tVity  of  the  ateaa  raiiggy  traffic,  terngr^l , 
interchange  and  ewltching  Gituatiei^  Vepeclaily" wiW  rVgerd  to 
■^*0  Indus  tiles  requirir^  spur  tri^ck  eerriceo  also  the  relati'^e 
deriende  for  houae  and  team  track  service  and  the  poesihilities 
of  farther  co-ordlnatiiig  railroad  fecilitlefc, 

"{'!»)  the 

ent  shortage  of  ohippiiig  facilitiso  in  eucF^’^tsanneF  tha^”  the 
eolation  recommended  will  be  reasonably  pex-menetit  as  far  ea 
tl.e  track  plan  i&  concerned,  which  plan  will  make  provieioa 
for  future  erlargement  of  industrial  operations  with  the  in- 
tention of  avoiding  the  recurrence  of  the  present  emberraes- 
Kentfi  in  shipping  facilities* 

” ( '^ ) A otudy  of  th e i rement 5 f^^^i and 

probable  future  interurban  lines,  utillzi^  the  prcaenlTlinee 
end  developing  them  «hcre  it  is  practicable  to  operate  them 
more  effectively,  both  as  passenger  and  freight  lines* 

A plan  of  deyelopment  for  the  Qy-ig'tirg,  local 
street  raiiwey  system,  in  order  tbatm  as  the  city  grovsV,' ex- 
tensions be  ue,dc  tc  meet  the  demands  of  particular  die- 
trictf.  as  required^  In  cor.formity  with  a comprehenslre  pla?:, 
and  not,  e.s  is  often  dono,^  witi\out  reference  to  such  a plac^ 


^ •4' 


"(e)  Close  oo^operatlor;  with  the  Ci,ty*s  Ccr-sullent 
In  C i t-;,"  f 1. ar-nliig''’l[n'~oFH^e?~Ta!^rT~7&c^i^nH^rTcns'*rr^’^’'’*Fe’'’^ro^^T5^^ 
(xit  •'•hioh  7^.111  ^rive  Uie  Cltv  T'lirij  e.n  hH'nnoniotla  rli-v. 


L;-.r;  ‘j: 


•3c‘>'V'clorntii‘' ^ j?toetir;^  not/  O'oly  p7»esent  rtecd.^^  but  s-lso  E-t-r-vlriij- 
ft-  ft  for  i.he  * *- 

T:.:’oaf11y  2peal-:in3,  these  qiiestlcns  ^eaolve  tliamse 
’nto  tb.ft  le-iTrlof-.^ant  of  ft  ircgreir;  of  tpar:ftpcrl et ion 

Improvement  for  your  city^  which  together  with  a closely  r«* 
Ifttsd  program  of  city  planning  improveuient,  might  furnish  a bas- 
is for  action  from  time  to  time  in  furthering  municipal  lin* 
provementso 

In  developing  this  program  I have  fsmlllarlzed  myself 
with  the  special  problems  of  your  city^  both  by  personal  ln« 
spectlon  on  the  ground  at  \»arioits  times  and  throiigh  the  work  of 
my  engine 6rir*g  staff  in  charge  of  Mr*,  J*:l«  Bibbina^my  principal 
assistant  on  this  class  of  work;  ard,  In  accordance  with  the 
spirit  of  the  contract,  this  work  has  been  carried  cut  in  co* 
operation  with  Kr®  John  Nolen,  your  specialist  in  City  Planning, 
through  mimerous  conferences  in  Plintj  Chicago  and  the  East » 
Particularly  ^ I have  endeavored  to  make  as  definite  recoin* 
ir.endations  as  possible  consistent  with  the  general  plan 
presented,  by  xThlch  you  might  proceed  definitely  from  time 
to  time  with  prour  municipal  improvements o 

The  essential  problems  involved  appear  to  have  sprung 
from  the  extraordinary  indu3trl.s.l  growth  of  the  City  of  Flint, 
the  consequent  difficulty  experienced  by  the  re51roads  In  pro* 
vldlng  additional  facilities  fast  enough  to  keep  up  with  this 
growth,  particularly  during  the  exceptioral  period  of  war  time, 
and  the  desi’^e  on  your  part  to  provide  intelligently  for  fur- 
ther Industrial  growth  under  conditions  which  would  trisure  the 

most  convenient  ourro-indlngs  and  adequate  transpo'-tation  cor': 


I • 


Yice.  An  ixaport^nt  step  haa  been  taken  by  your  public  spirited 
citizens  under  the  leadership  of  Mr.  Dort,  in  organizing  the 
propose  A "Eastside  Industrial  District”,  and  I am  glad  to  say 
that  no  better  example  of  foresight  has  come  to  my  knowledge 
than  tnis  action  of  pre-empting  the  large  areas  required  for 
such  development  and  carrying  the  financial  burden  until  tae 
plan  could  properly  eventuate. 


The  progz^m  herein  developed  embodies  the  following: 


1,  Relief  of  the  present  railroad  main  line  congestion 
by  the  construction  of  an  Eastside  cut-off  and  in- 
dustrial line  and  the  creation  of  a new  railroad 
service  for  the  ^orth  3*lint  and  other  izidustrles. 

2,  The  perfection  of  arrangements  whereby  these  rail- 
road improvements  may  be  instrumental  in  developing 
the  Eastside  Industrial  District  for  future  city  ex- 
pansion and  under  conditions  whereby  the  city  of  x’’lint 
may  establish  an  industzi  ally  controlled  railroad  right- 
of-way  open  to  ail  coiaers,  forming  the  nucleus  of  a 
future  P ablic  B sit  L ine  operating  strictly  as  a neutral 
agency  from  which  impartial  freight  service  could  be 
secured  by  all  the  industries  tributary  thereto. 

3.  Rearrangement  of  railroad  interchange  and  switching 
by  means  of  which  the  interference  with  normal  street 
traffic  in  daginaw  st.  may  be  reduced  to  a minimum 
or  elimi  .ated  altogether. 

4.  Rear rni'^'^aent  of  switching  facilities  whereby  freight 


Glassification  may  largely  be  carried  out  beyond  the 


liniita  of  the  settled  districts  of  the  city. 

Rearrangement  of  electric-interurhan  routing  and 
service  whereby  through,  freight  may  be  handled  off 
the  principal  city  thoroughfares  and  possibly  also 
through  passenger  service  whenever  desirable, 
provision  of  suitable  interurban  entrances  to  tne 
City  of  jlint  for  other  roads  and  the  grouping  of 
both  passenger  and  freight  facilities. 

The  adoption  of  a general  City  llan  to  direct  the 
improvements  instituted  by  the  city  authorities  from 
time  to  time  so  as  to  preserve  a harmonious  develop- 
ment for  both  civic  and  transportation  needs. 

jjtiture  development  of  a public  aervice  belt  Line  so 
as  to  connect  physically  the  important  north,  south 
and  eastside  industrial  districts,  and  secure  maximum 
facilities  for  industrial  freight, 
consideration  of  possible  plans  for  ultimate  grade 
separation  and  UnionP  tation  development  in  the  heart 
of  the  city. 

proper  development  of  Thread  Creek  bottoms  and  re- 
lated thoroughfares;  also  the  Chevrolet  bottoms,  south- 
side  flats  and  the  plint  River  frontage. 

Consideration  of  a street  railwa^-  or  Transit  Flan  tfe 
which  future  extensions  might  reasonably  conform,  es- 
pecially with  reference  to  suitable  radiai  lines  and 
crosstown  routes. 

Aside  from  but  related  to  the  matters  above  enumerated 
arisen  axso  the  pecu^l.'..r  problem  of  charter  revisioii 


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and  the  specific  matters  which  should  properly  be  included  in 
your  proposed  charter*  Ordinarily  a charter  is  to  be  construed 
as  purely  an  enabling  act  by  which  the  public  authorities  are 
to  be  governed*  it  is  only  the  machinery  by  which  the  city  gov- 
erment  operates.  It  seems  therefore  that  the  statement  of 
prirclples  rather  than  details  should  find  their  proper  place 
in  such  a charter  and  it  is  upon  this  assumption  that  the  con^ 
elusions  presented  in  this  report  are  based*  In  ether  words, 
the  charter,  in  my  ^ludgment  should  state  civic  policies  and 
organization  rather  than  an  exact  rigid  program  from  wMch  tliS 
authorities  might  not  be  penriitted  to  depart  in  some  particulars, 
should  eventual  developments  raake  it  desirable  to  do  so*. 

An  important  phase  of  the  work  which  I have  carried 
out  in  Flint  has  been  the  study  of  proper  entrance  facilit5.es 
for  the  Flint  and  Great  Lakes  Railroad  Co*,  s corporation 
associated  with  and  to  be  operated  by  the  Detroit  United  Railway 
In  connection  with  its  interurban  service*  A niunber  of  confer- 
cnees  have  been  held,  including  appearances  before  the  Michigan 
State  Railroad  Commission,  and  a definite  alignment  fo^  this 
new  railroad  entrance,  based  iipon  detailed  sruveys,  was  approved 
by  mo  on  October  29,  1917,  and  submitted  to  the  Ccimrdssion* 

Owing  to  conditions  beyond  our  control,  this  plan  was  later 
challenged  and  the  situation  re-studied  in  its  entirety, 
following  which  a supplemental  report,  analyzing  this  problem 
from  its  various  angles  was  svibmitted  to  all  parties  interested 
under  date  of  August  31,  1918,  including  the  Michigen  Railroad 
Cormlsslon*  '^hls  supplemental  '^eport,  reaffirming  the 
location  formerly  recommended,  is  approved  ty  me  and  is 
Includ'^d.  iii  the  Appendix  heretOc 


Page 


Subsequently,  the  terrrdnation  of  the  wur,  the 

necessity  arose  for  reviving  consideration  of  the  Pere  ker® 
quette  cut-off  and  the  P^int  Belt  line*  After  a series  of 
conferences  xltb  the  pei'ties  concerned,  three  Belt  Line  prop=» 
osltions  were  develop*  d ind  submitted  for  consideration  on  May 
16,  1919,  these  being  designated  aa  Plans  X,  Y and  Z respectively, 
and  designed  with,  the  object  of  constituting  the  Groat  Lakes 
Railroad,  all  roads  combined,  or,  as  proposed,  the  Pere  Marquette 
Railroad,  as  the  agen -y  through  which,  the  Belt  Line  would  become 
a reality.  A supplem  ntal  contract  agreeriient  to  be  entered  into 
by  such  agency  formed  ar.  essential  part  of  each  plan  and  the  terms 
thereof,  outlined  In  his  preliminary  report,  hereto  appended, 
appear  to  me  sufflcic  tly  explicit  to  secure,  in  fact  as  well 
as  in  principle,  the  'nlversal  ne^Itr8l  switching  service  cen*^ 
templated  Ir  my  report  as  a.n  important  foundstior  stone  upon 
which  the  future  industrial  city  should  he  erectedo  ‘Quoting: 

’’The  objec'.  b is  been  to  secure  a .fair  and 
oquitablo  wc  'king  agreement  suited  to  the 
present  si  -e  of  the  City  of  Flint  for  im«» 
mediate  attion  and  still  sufficiently  flexible 
so  as  to  enable  the  Belt  Line  Flan  to  be  expand-’ 
ed  gradually  into  the  broad  modern  conception 
of  city  Terminal  service,  under  economic  con- 
ditions sc  stable  as  to  render  It  a matter  of 
complete  ind  ?f.ference  whether  the  terminal 
property  is  ’Inanced  and  operated  by  one  or 
more  rallroa.i8,  by  the  City  of  Flint,  or  by 
the  indT.istri’9s  o” 

Tn  the  present  state  of  development,  I feel  con- 
fident that  if  the  cpjrating  agency  (most  logically,  the  Fere 
ijarquette  Railroad),  will  accept  and  carry  out  in  good  ^slth 
the  broad  principles  laid  down  In  the  Belt  Line  Plan,  the 
rspid  and  harmonious  dev^-lopment  of  the  industrial  city 


Peg©  9 


Tflll  be  assured  as  far  as  the  transpoi^tatlon  service  is  con- 
cerned. 


Further  tentative  recommendations  on  Charter 


Arriendments  with  respect  to  the  City  and  Transit  Plan  Wei'S 
submitted  and  approved^  and  will  be  found  in  the  Appendix© 


In  conclusion^  I desire  to  express  my  appreciation 


of  your  consideration  and  deference  In  accepting  the  interfer- 
ence and  delays  due  to  war  service  directly  or  Indirectly^ 
and  also  to  acknowledge  the  co-operation  and  assistance  which 
have  been  most  willingly  rendered  by  the  menibers  of  ycxii* 

Boards  the  City  authoritles^p  particularly  Mr.  Ezra  CoShoecraft 
and  his  engineering  staff,  the  various  public  spirited  jien 
connected  with  the  industries  of  Flint,  and  officials. of  the 
several  railroads©  While  cer.ain  valuable  railraod  and  in<= 
duetrial  data  requested  did  m t materialize,  enough  has  been 
obtained  to  warrant  the  conclusions  presented  in  this  report, 
and  I take  pleasure  in  saying  In  conclusion,  that  the  active 
spirit  and  interest  evidenced  by  many  citizens  of  your  City  seem 
to  me  to  promise  unusually  favorable  development  in  the  futureo 


Respectfully  submitted© 


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sy^MI  OE  coi^CL>;s3oy8  . 


,v  «'• 


Talcing  into  consideration  all  of  the  facte  and  stud- 
ies deTeloped  herein  from  this  transportation  surrey  of  the 
Flint  District  the  following  conoluaicr^  and  reccinmendations 
are  made: 

1.  The  extraordinary  recent  industrial  growth  of 

1 

Flint  cialcee  it  necessarj=^  .to  depend  to  an  unusual  extent  upon  - 
judgment  and  foreeight  rather  than  upon  precedent*  in  provid- 
ing for  the  future,  as  well  as  for  the  present  city's  needs. 

V. 

This  is  illustiuted  hy  the  fact  that  population,  factory  em- 
ployees and  school  attendance  have  doubled  in  less  than  six 
years;  the  assessed  land  valuation,  upon  which  the  bonding 
power  of  ihc  city  is  usually  based,  has  doubled  in  seven 
years ; bank  clearings  in  less  than  two  years;  and  railroad 
business  in  Flint  in  about  years,  the  recent  rapid 

growth -having  taken  place  since  1910,  chiefly  ae  a result  of 
the  expansion  in  the  automobile  industry. 

2*  But  extension  of  local  railroad  facilities 
has  not  kept  pace  with  the  city's  industrial  growth,  8,lthough 
such  improvements  as  have  been  made  v;ould  have  been  able  tc 
relieve  the  situation  more  had  not  the  shortage  in  roliingfT'  ; 
stock  suitable  for  automobile  carriage  become  so  acute  through- 
out the  country.  The  problem  of  rolling  stock  appears  to  be 
a major  problem.  Hence  a satisfactory  soluticn  becomes  to  a 
large  degree  a problem  of  national  as  well  as  of  local  im- 
portance, which  can  only  be  solved  by  (l)  building  a large 


31 


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II 


I 


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aiscurit  Cl  .additional  rolling  &tocjc;  (2)  giiring  Flint  indiiSvrieE 
access  to  their  pro  rata  share  of  autoiLotilc  equipment  of 
other  I'oado;  (5)  devising  means  for  usirsg  outbound  eip.ty  cars 
of  standard  design  for  ioacliiig  automocilee,  as  attempted  be- 
fore the  Failrcad  Admiaistratioris  order  prohibiting  the  use 
of  empty  fiats  and  hopper-fcottoia  cars  for  this  puipose* 

Shortage  of  hea*:^y  railroad  motive  pev/er^  especially  durirg 
the  winter  nionths^  is  also  a part  of  the  problem, 

3,  In  viev.  of  the  above  conditioriS It  is  believed 
that  the  City  of  Flint  eliould  encourage  the  entrance  of  other 
roads,  such  as  the  Michigan  Central  (Uew  York  Central  lines), 
via  the  proposod  retro  it  Uxii ted  Rail v/ay  and  the  Flint  and 
Great  I^ekes  R?,llT.’Cad  entrance,  as  detailed  herein, 

4o  The  vsluable  service  rendered  by  the  electric 
interurbans  in  Flint,  during  the  so-called  ‘•transition  period” 
of  t ran eportation  development  indicates  that  the  possibilities 
of  tliese  ix^terurbaijK  have  liot  been  developed  tc  their  fuileet 
extent  for  express  and  fast  freight,  as  well  as  for  passenger 
seiTice,  s.nd  also  as  connectirg  llnh,*?  for  facilitating  the 

- entry  of  other  .Tteam  rcads»  in  order  '*‘0  conserve  as  far  as 

« 

poeeitle  the  total  railroad  mileage  and  inveotment  rsqaired 
for  the  ssivics  of  the  community* 

T'*  The  City  of  Fl.int  should  establish  clothe 
rl^h  propc*  authority  some  ekiHled  official  body  to  consider, 
plan  and  initiate  cojitinuous  tjaneportation  development,  both 


3?i-l 


, JuLijuiiUi  iiijjlliidlJLiiii.1 


£ tt-a::.  rf.rA  clcc  tric,  vathin  ths  City  and  for  ecTeral  riies  out- 
side^^^,  connensuxatt  with  3ts  ecor-oij>ic  grow^th^  so  ac  to  on- 
ccurags  ncv/  railroad  connections,  new  industrial  districts, 
centralised  passenger  and  freight  station  facilities  and  a 
unified  control  by  the  City  of  rarlicad  car  service,  STPi  toil- 
ing and  interchange,  along  lines  of  ftrict  neutrality,  rs- 
moving  inequitable  economic  barriers  tc  competitive  ral’lr'^ac' 
dtjv clopiiei.t  and  secsrli'ig  d'c  rulleat  co-ordination  of  TrariS- 
pcrtatioii  and  City  liars* 

' 6t,  It  is  deeded  deoixable  for  the  City  to  work  pro- 
greoGively  toward  the  Puclic  Serrice  Pelt  Line  plan  r.f 
Toi*.drial  service  even  chougi*  the  tine  ;:;n.y  not  yet  be  opre;;- 
tune  lor  placing  actual  termijial  operatiouo  under  direct 

>4  ihe  underlying  principles  ci  tiiis  sex’^icc  shculd 
Jw  Ctrl  11  neutrality  cf  owiti' and  car  service  and  a rer*’- 
10— able  ioit-of«£ervice‘-plui^«profi X cf  with 

topai-atc  accounting, 

'•  « -^is  Pe«e  qUt"U‘e  av  present  apyaa^ri*  i'  ot' 
l.-gl;:alty  the  nuclc-ui  cl  i*i:h  Pc..*'  Line  operatioac  a.'  i my 
well  le  givei;  t2ic  option  to  become  t}:.«2  principei  s^itc':-'  g 
c.prer*'’-:.'  ir  Flint  under  the  Belt  Line  Flan  pjrapesui  herein^ 
provided  t}:e  eesentia?^  conditions  cf  oucli  I'-i-  i-t  are-  agreed 
to. 

• S’*  Lxlstii;,  -'at  iivauD  am  co;'.*^rcr.t ed  .vith  ti.e  alter- 


(aL 


Present  charter  specifies  1C  -ties* 


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. roiv^: . 

i'‘e/i  1^:^. 

and  my  "bt;  Ct'-:aV2  iLJied  at  cxi}y--.’);:'j  as  a pax-t  'jf 

"Rult  Lino  riaii,  vdiioii  offcru  ‘d:o  onl^'  ro.i2  al  ter '^atirs  to 

\ 

imir.ediate  txac5c:  alevatl'n* 

10-  Certain  local  grado  pepaiai.vrn  ^-rollcrra  lu- 
qnlre  ea*ay  solutrc*^  indepeadoj^t  or  cTentual  tracl-c  elevation. 
S\;ch  afl  Second  ^‘t.,  Avon  St.*  Y/eat  C.  urt  St , ^ Fenton 
Stevart  At©,  and  pcssl’bly  SoutJi  Saginaw*  St* 

11*  The  extension  of  areas  is  one  of 

the  first  desirable  steps  for  the  future  City  Plan,  and  the 
so-called  Eastsido  Taluotrial  n -strict  is  believed  to  be 
tl.o  riost  eidvantageous  site  offerir^g  great  possibilities  of 
dcTelop:aent  both  for  present  and  future  frot:  the  standpoint 
of  railroad  service,  housing  and  prevailing  winds* 

12.  Thread  Crech  BottCiiiS  shoulv  bo  developed  :nore 
r7or  use  for  freight  and  ssarehousos j,  teivtiiial 
yc^ds  for  fuel' and  or  .::■■* true ti on  mt^^iinl"  'and  for  team  traeVi?; 
The  City  should  discourage  h''usi^g  ir;  this  are-a* 

13*  The  ■^f'and  Trunh  Sa-^tside  yard  along  Burton  St* 
i?,  unfortunate' y s located  too  near  ttie  settled  districts  for 
ci tiler  present  or  future  use  as  a local  classificatloii  ;.'ard - 
Tl.e  Investment,  however*  could  well  be  conserved  by  allowing 
the  railroad  to  use  this  yartl  fer  a few  years,  under  definite 
restric tiono g purely  as  a holding  yard  auppi enientl ng  the  r»ain 
yard  at  Belsay.  Under  such  restric  tion?.,  the  switching  nui- 
sance could  be  reduced  to  a miniMuia.  However*  i:radc  separa- 


r'i\\n\^ 


Page 

acci^Airei  “by  tiie  Detroit  Unite>i  Hallway  and  the  terL.i:i3l  Inndc. 
in  ■Crii:<ey  Cresli  Bottoras  sl.ould  he  ahandoncd  for  railread  pur= 
poses  and  turned  “back  as  city  area  Tor  park®  street  or  liour*n^ 
purpc.oes, 

19,  “Detroit  United  Railway  should  “be  given  a right- 
'“of“UPer  or  franchise  along  Western  Road  and  r.uita'ble  connec- 
tions thereto  from  Crago*  and  from  Stewart  Avenue  (new  “bridge 
crossiiig),  or  other  North  Plint  crossing,  as  way  he  later  de- 
terr.'.ined  upoTa. 

20,  “B^th  the  City  and  the  Detroit  United  Railway 
should  har^  the  option  to  join  with  tliG  Pere  lfer:iuette  in  th© 
Gonctruction  cf  the  Pers  llarqu.etce  bridge,  in  order  tha.t 
joint  facilities  for  railroadj  elscM'ic  railway  and  hi^AWay 
:;-;ay  'oe  secured st  v.-liiiDiuw  expense,  in  case  the  City  dssiras 

*—  -»■»-  t V.  f • — />  c +■ 

l»0  AA.e » cAOp  t . I Ua'.  vA.  i.  v»  A-.  --  a 

21^  ?he  Detroii:  U;vite.:  pKllway  should  le  adcqrjiate- 
ly  compensated  for  'he  investment  v.'hic3:i  it  has  already  r-adc 
in  good  f-.ith  anl  cuci&ined  to  px’ovide  achditioi'al  freight 
fa<'ilJt’Cs  for  rii.*'*'^.  i"-  accordance  \vi'':h  the  '--ip.re'osei  desire^j 
and  suTge^ticns  o'^  the  aulhorltleo  and  indUA  cries  concerned, 

2;^,  The  provision  of  a Union  Station  ?.rid  opening 
of  through  etrecto  across  the  river^  the  beginning 

cf  a plan  for  '.'erxving  the  heavy  through  inteinirban  service 
fren  tbe  congested  ..:ity  streets ^ which  eventually  "/ill  be- 
come ii A '=*‘‘ai'ivc  , at  least  for  freight, 

23.  The  street  railway  or  fransi"  vlan  should  be 
■ pci  nlc'^g  the  yrincipnl  i.ain  the ,0 .. ghf nrer.  a; 


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rout«y  to  vroride  t-.o  ridloiT 

Ifct,.  ^e.;  outlying  oectxons  adjacent  to  each,  others  and  especlnlly 
tc  wh e i'.ac  ; a ry  d j r t ic t a . It  is  q;}ii t c-  p xo'.:  =>  1 e to.t  a’a to -i-o to  r 

rjerc-ice  oouM  Ic  a:Vvu 'iiaceo:;.cly  operated  on  certain  ou^lyinp, 
rant 38,  pajL'oi'-.ni.a  :ly  to  ’’tiy  out”  the  "best  route  and  to  anaid 
e>'?^ ensi-r-o  ?itreei.  r.-: ilv.tiy  oonstiucticn,  Icfore  the  necessity 
therefor  cecoTr.cs  clear, 

Ihe  Michigan  Failway  Goaipany  should  he  encouraged 
tc  t'.'iivd  a ucv;  entrance  into’  the  city  froci  0'‘V0  3oo  via  West 
rhir:',  or  uri'.cte  so  as  to  provide  a cCiV 

nef. tt.'d  lir.h  Tor  cZ  c.:  ^'ic  rer/rlcc  through  Flint  to  the  West. 
This  connection  x70Uld  also  reliove  the  Chevrolet  situation, 
as  stated  in  poTagraph  17. 

25.  The  excessive  demands  of  rush  hour  service 

over  mid-day  or  iion-ruah  service  in  Flint  suggest  that  every 
efiort  Zti  :r.adc  to  develop  aids  to  local  transportation,  such 
as  the  e*'?xlrr:  cr  h:u''.-  of  ?.-Qri;in;,  * c pre- 

':yj  " "c-darg  loi'tho  .;cr  Isrge  factories,  and  the  eata'clish- 
ire.il  ’ Uvc til. c t ions  ivhrch  ’Till  •.'ahe-  thr  j itcisya dsp-^nrh-l'ls  p-  i't 
of  Uio  ma’lce.  rather  t-ian  rr  irrespo nsille  competitor  for 
the  lucrative  short-haul  hv.cinesc,  The  local  fare  and  service 
prcbler.'  should  Ic  '.7orhed  cut  or.  the  cosu-of-ct:^'’ioe-'pius-profit 
plan,  Tf'iich  alc..^  ocr  secure  the  propsi'  ccovicrch:!  p?’ lance, 

26,  FI. .ally,  'tn*  City  I-lan  should  he  conserved  and 

developed  in  pexfv.ating  parallel  streets  o.-ri.ci;.'*:’.' 

it,  . ',0  a«.x.or-.,rd?+.e  pait  of  she  car  and  rcMplc  ■‘‘rarh.t:'.  also 
the  00 ciS  s: '1  alien  of  r.^n  iges  co  rost.  the  I'.it  Cj-  to  : void  ! 
dc'*-n-  'g  rre  rccvl-tipg  necdlecs  ..orpes tioji  of  the  oan":r-: 

ii'^.tih^.  i y'arosi  Ir  . ..  esnporr. , Chare  a.tid  varicu?  o-.hc-x' 


17 


t 


:l-.  iic  r Ci  tv  Flan 

fn.y rover-en-t*  noted  herein 

o.re  Ptro': 

.2~ly 

oriii. ended  .for  t“.ii 

riediatp  oo.xlderationi^  so 

that  tijey 

:^y  le 

eneouted  or  -pvt 

1111  d s r re  3 vt  i'*ro.  t i o n 1 o f o s 

the  0'’''T  0 T' 

■amity 

die. 

axpcaia  thron/h 

rTag  n*  vo^l-iTs  c'* 

.1  e i‘Sd. 

or  ty 

the. 

cuilf’irs  cf  poi'manon^’  <^1:-^! tiucllc.^s  ^ p.k  has  already  cacijirr^u 
at  .^.e  interBsct:  one  of  Ao^riu-:  Lite#  Kearnley  ai:d  Glenv/ocd  Ave, 

thtsi;eport  reuommande  ocp?:riaIlri 

IfT  -r.-Tryl  ,- .T'— n'TTr’“T:  rifT^  '1’'^ 

9 j..(u^'  irxifu^  f 

^ ^ X XjXt  afc  Vtmil  iXj  X Jbij^  • 

f '^'•S  '■  ■ • . ^ ■■"  O ^Tt-'f,  jT  'i  . I '•■,'^’r  T r"^ 

*.<  » 4 iUJ  >»•  I.  J A- J.M  ^ li-i  V * » 

4 ,.  T I'T*^  /-N  fn  T /'i*' 7 -•  TA  “ 

5,  DBVBLOPHEHT  OF  THBEAD  CHEEK  BOTTOMS. 
e,  SBCOHD  STREET  VIADUCT/ 

7,  MICHIGAN  RAILWAY  SRTHARCE 

8.  Uia02?  ELL'CTiaC  DEPOT  TSI^iHLAI. 

9,  lASIC  TRAIT;;!-!  PLAL'  i5E£EEVAT ICRS . 
le.  ULTJjLASE  STEAM  tTiflOH  BTATICR  ASD  SLE\"ATICR. 
li.  POiVIlD  OR  COIPIIseiCR  WITH  POWER  TO  ACT. 


li^i 


“"j 


ncl 


tART  II  - DISCUSSION  0?  BASIC  FACTS 


PART  ,T.^  r-ISCUSSIQN  QF  BASIC  PACTS, 

Sect-Lp^  1 - CrOTi?-i-a3  Charaot  eristic  a of  gro?;th: 

The  City  of  Plint  pasrrgCiSCS'  U-e  s^iva-rits,:- e ove::-  i^one 
other  -ritdstata  coiraijunitt es  ci  "being  Iccat-ad  at  Hit’  intsrocctlcr. 
of  the  r.ts.i r«  lines  cf  tve  railroad  systeBie  viz,*  the  Grand 
-Triinl:  and  ti:e  Pere  Marque'^t-  anci  directly  opposite  the  Port 
Hj.rori  gateway  into  Canada  anl  s-lso  of  an  extensive  .interurban 
system  Tro*';.  Detroit  to  B.rgirav/  and  Bay  City  located  in  tiis  Val- 
ley  of  ■'iic  Flint  River.  Th.  Ir'^el  of  the  saxroUi.ding  countiy 
is  nccoGoarily  i/Girev/hat  hiriie... ^ but  thio  depressioii  has  been 
. OTsrooir.e  in  the  case  cf  the  Grand  Trunl;  line  by  the  coi'iStruc^ 
tlon  of  a low  grade  cut-off  from  Belcay  to  Schv/artz  Creek  and 
j — fc.ht  be  further  improved  by  a similar  cutoff  in  the  case  of 
the  re  re  ?^rquettv  line  from  I'c  Grew  couth  towards  Grand  Blanc  ^ 
Thus  the  railroad  grades  encountered  within  the  city  pi'oper  nee- 
casarily  concern  only  passenger  and  city  freight  busine^-Se  Lz- 

Gated  appr jx:t:3.a"^cly  south  of  Saginaw  and  Ba5»'  City*  Flint  thus 

/ 

hfis  becone  an  important  transfer  or  tnterchaiigs  point  and  the 
■in- cr^.i.our.  electric^  lines  ■;£'  Ik  ’.-  Detroit  United.  Railway  and  thi 
!'’i.higari  Railway  have  esrvid  a.'  .■.niportant  ]^urpoSB  in  th©  dcvcl-- 
opme-nt  ci  tlio  city  as  well  ae  tha  railroads  serving  it. 

Of  tire  other  rallr-a..ds  reaching  this  part  of  the 
state,  only  two  do  not  reach  ths  City  of  Plinte  Hov/ever^  the 
Kichigan  Central  Pxiilrosd  (Bay  City  Divieloi')  ruiiS  through  Ox- 
ford and  LaPeci  DO  milep  '' c 'the  An  entrance  for 


the  former  over  the  l.nterurbcn  electric  lines  of  the  De 


Cl 


lij'  anc  the  prepo;.’. sd  lines  of  Ifc  Fll 


ilt  a C-rex 


W UJt*. 


k..  ;.c  r 


Isc  runs 


! rough  Durand  1'^ 


-'Si- 


lls I 


\\ 


•«  L M ^ - 


^ road  in  Flint  is  now  contsmplatedj,  with  a junction  at  Oxford, 

A sirailar  connection  is  also  possible  fron  Owosso  on  the  west 

with  the  interurban  system  of  the  Michigan  Electric  Railway 

reaching  Lanaingp  Jackson  and  western  points. 

Ex-  Relationship  of  Roads:  Exhibit  1 indicates  the  rela- 

hibit  

1.  tion  of  these  transportation  facilities  frora  which  tflint  is 

seen  to  be  the  main  eastern  "crossroads'*  of  the  state  having 
ample  possibilities  of  railroad  connection  direct  to  the  Detroit 
and  Toledo  gateways  on  the  south,  aaginaw  and  Bay  city  on  the 
nortn,  port  Huron— Buffalo  on  the  east  and  various  lake  ports 
; and  lake  ferries  on  the  wests,  besides  being  located  on  a main 

/ railroad  highway  from  Chicago  to  Buffalo.  The  problem  of  rail. 

^ road  service  therefore  largely  resolves  itself  into  a question 

of  terminals  and  equipment,  the  one  capable  of  solution  as  a io« 
cal  problem  and  the  other  only  by  securing  a larger  pro  rata 
of  railroad  rolling  stock  for  the  Flint  industries  by  encour'. 
aging  additional  railroad  entrances  into  the  city,  or  by  de- 
veloping altariiative  methods,  such  as  motor  transport. 

Under  unified  railroad  admlnistrati on,  which  may  safe- 
. ly  be  assumed  for  some  time  to  come^,  it  is  hardly  probable  thr.t 
^ additional  mair  steam  lines  will  traverse  the  Flint  district 

for  some  years,  but  rather  that  the  capacity  of  the  existing 
[ ones  will  be  developed  as  required..  HoweveTi,  encouragement 

imay  well  be  given  to  the  electric  roads  to  develop  Flint  busi- 
ness by  means  of  which  the  advantage  of  additional  railroad  con- 
struction may  in  a measure  be  secured  without  incurring  the 
large  capital  investment  required  for  competing  steam  riiilA02,d 
I,,  because  of  the  fact  tnat  only  relatively  short  connec- 

V tiens  are  required  for  these  electric  roads  which  will  then 


; 


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ena’ole  tnem  to  develop  further  both  passenger  and  freight  ■busi- 
ness oa  the  interur'ban  piano  which  ‘business  as  a class  is  not 
particularly  desirable  for  steam  railroads  under  standard  oper- 
ation. 

The  Blectric  Roads;  It  is  to  be  noted  that  the  Detroit 
United  Railway  even  with  its  limited  facilities  is  capable  of 
handling  a very  appreciable  amount  of  fast  freight;  similarlyo 
electric  roads  entering  from  the  west  could  probably  develop 
a large  lake  port  business  for  transshipment  to  west  Lake  Michi- 
gan porta.  Although  the  electric  interurbans  have  heretofore 
represented  a transition  stage  in  railroading  and  in  fact  have 
not  been  permitted  by  most  city  authorities  to  develop  express 
facilities  to  the  maximum  possible  extent,  it  is  a fact  that  the 
Flint  interurbans  have  served  a most  useful  purpose  in  the  de- 
velopment of  the  city  and  are  capable  of  much  greater  useful* 
ness  as  an  eie^iient  of.  transport  . At  tiie  present  time^  the 
actual  running  time  from  the  center  of  Flint  to  the  center  of 
Detroit  is  equal  to  or  better  than  steam  railroad  service  and 
the  fast  freight  service  of  tne  interurbans  both  here  and  else- 
where in  the  country  is  exceptionally  advantageous  for  certain 
-comniodi  ties . 

It  is  not  too  much  to  expect,  then,  that  tne  period 
of  steam  railroad  retrenchment  which  has  so  handicapped  this 
diatricto  as  well  as  most  other  industrial  districts  throughout 
'the  countryo  should  provide  the  opportunity  for  the  electric 
roads  to  develop  more  towards  steam  railroad  standards  with  the 
probability  of  gradual  co-operation  with  the  steam  roads  (as  in 
tile  case  of  the  proposed  Great  Lakes  Railroad)  and  a further 
o".-',  “ioation  of  trafilc  to  suit  both  sy . terns  bettsr-. 


It  appears  therefore  timt  the  City  of  j?lint  has 
run  ahead  of  the  railroads  in  its  growth^  while  electric  llr.er 
have  responded  more  consistently  to  their  opportunities.  This 
follows  from  the  fact  that  interurbana  are  enterprises  of  a 
more  local  nature  and  their  policy  of  development  naturally 
would  follow  more  closely  the  development  of  the  i?iiportant 
cities  served.  On  the  other  hand#  the  railroads,  particularly 
the  Grand  Trunk,  are  so  extensive  in  mileage  that  tnelr  de- 
velopment policy  must  necessarily  follow  the  general  develop- 
ment of  the  many  states  and  communities  served  as  a wholejand 
therefore  cannot  respond  so  promptly  to  any  particular  district’s 
needs . 

The  precedent  of  public  ownershij^;  It  is  of  interest 
to  note  that  the  forerunner  of  the  pere  Mar^iuette  Railroad  was 
the  first  state  railroad  in  the  United  states  and  was  subsidized 
by  tlie  state  of  Michigan  in  the  effort  to  develop  the  northern 
forest  lands.  Later  the  property  was  transferred  to  and  since 
has  continued  in  private  hands.  Today  it  is  becoming  increas- 
ingly evident  in  the  great  industrial  centers  of  the  country 
that  for  their  own  protection  the  states  or  municipalities  must 
develop  railroad  terminal  facilities  for  the  identical  purpose 
that  railroad  systems  were  rapidly  expanded  in  early  days,  viZo# 
to  encourage  by  such  means  ^which  amounts  to  a virtual  subsidy) 
the  growth  of  tie  cities  through  adequate  terminal  facilities 
vjiich  the  railroad  systems  have  found  it  increasingly  difficult 
to  provide. 

Terminals  and  Equipment  Heeded;  ^Thile  tne  railroads  in 
Flint  have  attempted  to  expand  city  and  industrial  freight 
facilities,  the  difficulties  of  contracted  n.^h ts- of-way  and 


p - 


yprdf?,  GB  ??0ll  as  -providing;  epccial  rolllnH  stoGlr  and  sirtivg 

fS  power  appoar  to  have  decreased  (rather  than  increased  the  total 
e. 

■ facil?.ties  avallahle  relative  to  the  industrial  groTrth  of  the 
I 

1'  City  of  Flint  in  particular.  Thus  it  should  he  regarded  as  ; 

i»‘  ' i' 

?*r 

no  direct  criticisja  of  railroad  policy  to  atterj^t  the  develop 
ment  independently^ of  terminal  facilities  within  the  city 
designed  to  relieve  this  very  congestion  and  secure  more  promp/' 
.movement  of  ^'’reight#  The  severe  cl iisatic  conditions  of  the  win- 
ter months  and  diffici:ltles  e:tpcrienoed  with  notive  power  on  th^ 
grades  of  llic  Jiichigan  railroads  also  offer  o.n  opportunity  for 
PJ*  the  electric  roads  to  assist  in  the, handling  of  certain  classes 
of  freight  for  which  the”  may  be  equipped*  It  is  only  necessary 
to  mention  here  that  in  F^bnary,  1918,  fully  2000  passenger  auto- 
mobiles were  sen'’  out  of  the  Buiclr  plant  on  their  own  wheels  tr 
varior. ' d^ssttnations  * Bu-^falo  , Toledo  , Gin"  .Innati  , Chicago  ^ et 
over  the  country  roa.d  T«ichlgan«  Th«  r?Tcoecs  of  this  emer*' 
j gonev  meosurg- londs  to  tlie  arguments  for  developing  more 

'*  fully  alternative  methods  of  motor  transport, 

C deri ng  brief ly^  the 

\ 

of  the  city  _ roper ,15 2 to  5 , can  on-ly  be  interpreted 
_ _:i  evlder.ee  of  the  rr.''st  dovel'.'pr;ent,ro  r th^s  pcp7,0-a'''ior 

t 

5tas  doubled  in  I?.^8  than  olxyoars;  the  number  of  factory  employ  - 
eoa  in  appro?: imp te.Ty  the  same  period.;  liZ-cerise  school  attendcu'-e 

I 

^,and  bui 3 3 per"*  to  • h-uv  dec. rings  ( the  best  indts;:  of  commor- 

[Jcia3  pro3pc':'itv)  have  dovibc  «d  in  loss  th?r>  two  ycr  :•  •'Ud  tot??? 

‘^'-p.sr’d  'ro’Jun.Moo'^'  of  lend  In  seven  years  ► This  assessed 
IweasuTtc  the  purchaslr^  «'■  •^ho  city  under  ercisting  legis- 

jsatlTii  GUt h c r ity  1 . e ^ ^ bo  ni  t • g ■ pcv. -or  • 

.h-.bo  -*0  v;;-.  .urv:v  i*;_iuatco  that  thir 

■Aik.a*lA  Jri  i ■ 1 .«  X . L^l.  iSX.  .**.  . . > t.9^.  a'J..  ^ .b  . . 


^Vi  - ■ ' ■ 


'm 


er.tra ordinary  rate  of  grovfth  has  largely  taken  place  since 

If 

1910  or  thereabouts*  and  as  such  clearly  reflects  the  great 
expansion  of  iplint’s  most  important  industry.  The  problems 

'l' 

resulting  from  such  expansion  are  well  illustrated  by  the  new 
housing  activity^  which  averaged  above  1000  residence  permits 
per  year  for  several  years  past. 

As  a result  of  this  expansion*  the  railroad  business 
increased  208  percent  from  1912  to  1916,  in  other  "words, 
trebled  within  four  years. 

Railroad  sxtension  Belated:  However,  practically 
the  only  additional  service  trackage  built  by  the  railroads 
was 'the  enlargement  of  the  pere  Parquette  McGrew  yards  north 
of  the  city,  the  Grand  Trunk  Belsay  yard  east  of  the  city, 
and  the  attempted  ejalargement  of  the  lirand  Trunk  Walnut  St. 

yard,  Which  was  arrested  by  the  city  because  of  its  location 
and  absence  of  authority  for  its  construction. 

Several  important  extensions  were .undertaken,  but  for 
various  reasons  were  not  cunqpleted,  viz; 

1.  A large  urand  Trunk  receiving  and  classification  yard 
on  tne  plateau  southwest  of.  the  city. 

2.  A Fere  Itarquette  low  grade  cut-off  from  i^curew  yard 
south, 

3.  hew  Flint  and  Great  Le.kee  Railroad  entrance  and  ex- 
tensive yards  at  Crago  and  ilorth  Flint  in  connection 
therewith. 

4.  New  Interurtan  entrance  of  the  Hichigan  Electric 

. Railway  go.  from  the  west,  and  f.l^ctric  terminal 


nmmm 


for  both  j,aEserjgfcr  .and- freights  service* 

The  railroad  situation  thus  renaine  essentially  the 
B&me  as  prior  tc  the  war  except  for  the  reconstruction  by  the 
pere  Marquette  of  ita  city  freight  station^  a new  autor^obile 
loading  dock  in  Ihe  Thread  Creek  bottoms  for  the  Chevrolet 
factory  and  additional  loading  docks  provided  by  the  Buick 
factoriea  v/ithin  its  own,  property,  The  enlargement  of  the 
, Belsay  yard  terruinating  just  east  of  the  Grand  Trunk  cut-off 
and  of  the  KcGrewyard  provides  means  for  removing  much  of  the 
freight  classification  from  the  city  area. 

The  relatively  large  increaee  in  street  traffic  is 
best  indicated  by  the  very  extensive  use  of  automobiles  by  the  . 
general  public.  This  is  exceedingly  serious  from  the  facu  that 
this  traffic  largely  converges  on  Saginaw  street;  and  at  the 
point  of  jjrossing  of  the  two  steam  railroads. 

provisj  on  for  the  future;  In  the  face  of  such  excep- 
tionally fast  growth  it  is  of  .course  hnpossible  to  even  hazard 
an  estimate  of  the  probable  future  growth,  especially  when  this 
growth  is  so  dependent  upon  the  relative  prosperity  of  one  ^ 
principal  group  of  related  industries.  However,  it  may  be  said 
^ ^hat  with  even  half  the  rate  of  industrial  growth  indicated, 
the  city  would  be  warranted  in  taking  radical  measures  now  to 
i secure  its  future  in  the  matter  of  trancportation , 

The  most  striking  case  of  rapid  expaneion  In  one  of 
I the  larger  cities,  is  Cleveland,  vhere  an  analysis  of  its  growth 

r ■ 

'I  in  various  forme  indicates  that  the  city's  operations  have 
[ practically  doubled  in  eight  yeare,  or.  less,  for  a considerable 
period.  The  inevitable  results  have  appeared  in  the  form  of 

' t 


pailroad  ejaibatgOes  on  shipments  and  f.lthougli  large  new  terininaj-s 
^ have  been  built,  a radical- railroad  reorganization  of  the  entire 
I passenger  and  freight  operating  systeid  is  being  forced.  The 
£ nost  that  may  be  said  at  this  time  is  that  in  lOOpCOO 

].  tol40»OCO  people  should  be  anticipated  within  six  years  (1325) 

I and  provided  for  in  the  development  plane  now  being  formulated. 

> 


. Section  2.  Railroad  Facilities  and  Traffic  of  Flint  Distrlcl: 

The  Pc  re  iiarquette  is  a single  track  road  with  its 
controlling  grade  of  a.bout  ' # ■ percent  out  of  the  Flint  river 
valley  for  a long  distance  south  of  Flint  and  north  to  McGrew. 

\ The  Grand  Trunk  is  double  tracked  be  tv;  een  Buffalo  and  Chiesgo. 

I Its  main  line  controlling  grade  on  the  Kichigan  division  is 
I also  in  Flint,  1.32  percent  southbound  opposite  the  Chevrolet 
I works,  and  1,0  percent  in  east  Flint.  Through  the  city  the 
( Grand  Trunk  is  single  tracked,  but  the  provision  of  the  low 

I grade  cut-off  provides  the  equive.lent  of  double  track  opera- 
tion, but  for  through  freight  only.,:ith.  zo  0*4  percent  gro-ds. 

j Car  ferriefi  across  Lake  Kichigan  are  operated  by 

I the  per©  Bjarquette  from  Ludington  to  liianitowoc  and  Milwaukee. 

The  Grand  Trunk  also  ferries  across  from  Milwaukee  to  Grand 
Haven . 


'r 


' » 


The  record  laap,  FxhibitS^;,  was  prepared  to  show  the 
extent location  of  existing  railroad  facilities  and  general 
areas  covered  as  coc^ared  with  the  area  and  facilities  provided 
by  the  proposed  Eastside  Industrial  District,  also  shown  thereon. 

Freight  Houses;  As  in  the  ca^e  of  the  passenger  stations 
the  city  freight  facilities  for  l.cd.  or  package  freight  have 


UNIVERSITY  OF 
IU.IN0IS  L/3SARV 


been  dereloped  by  both  roa.de  abutting  the  retail  district  as 
cloee  to  Sagiiiaiw  st.  as  possible  - i»eo,  fronting  on  Beaoh  St, 
and  Harris  on  St,  Respectively,  With  the  developiuent  of  the 
General  iiotors  industries  another  cit^^  freight  station  in  ^orth 
Flint  v/ae  provided  by  the  pera  2£iarquette  in  Hamilton  Ave.  While 
the  Fere  iiarquette  has  anple  rocm  for  team  tracks  in  the  Thread 
Creek  bottoms^  the  Grand  Trunk  is  restricted  to  a short  space 
along  Water  St.  at  Saginaw  St.  for  downtown  business, otherwise 
in  the  Burton  St.  yard,  which  is  not  yet  completed. 

The  industry  tracks  for  the  General  Motors  and  Chev- 
rolet districts  h.ave  been  developed  extensively,  all  on  industry 
property.  And  it  is  understood  that  the  indueti'y  may  acquire 
the  track©  built  by  the  railroads  at  any  time  at  cost.  The 
tj-acke  Dervii*g  the  port  property  are  extremely  limited  by  tne 
cramped  location  in  the  bend  of  the  river*  Coal  and  lumber 
team  tia-cks  are  ava liable  in  the  Thread  Creek  Bottoms  where 
there  is  acple  opportunity  for  expansion. 

/ The  pere  karquette  operates  the  following  yards.* 

McGrew  holding  and  classification  yard. 

Buick  north  receiving  and  forwarding  yard. 

Buick  south  industry  yard. 

Holding  yard  south  of  Second  st, 

Srfiall  general  yard  north  of  Second  St, 

With  the  exception  of  the  MCGrew  yard  there  is  little 
or  no  opportunity  for  expansion.  The  south  holding  yard  could 
be  widened  but  is  too  short  to  be  effective.  The  north  Flint 
yard  is  fairly  long  (3000  ft.,  66  care),  but  iscoramped  for 
drilling  space  and  cannot  be  widened.  The  south  Flint  yard 


(about  2000  I't.  long)  is  even  more  crauped  and  can  only  serve 
as  a drim^ng  yard  Tot  the  industrial  tracls-S  feeding  into  it  • 

The  McGrev  yard, ' hovrevern  is  long  enough  to  handle  solid  trains 
of  8C  cars  and  has  aitjjle  opportunity  fox  expansion® 

The  Grand  Trunk  Railroad  operates  the  following  yards; 
Jull  ti'ain  i’ard  east  of  junction  at  jbelsay. 

Sast  Flint  yard  along  burton  St. 
water  St. switching  yard. 

At  Beleey  there  is  arrple  opportunity  for  expansion  - 
now  in  progress  for  receiving  and  forwardiig  long  trains  and 
ecconimodating  make-up  and  hreak-up  for  Flint.  The  Burton  St. 
yard,  which  is  only  about  1600  ft.  long  and  which  is  now  the 
subject  of  controversy  between  the  city  and  railroad,  was  intend 
ed  to  relieve  the  congestion  farther  west  along  the  river  and 
operate  as  a holding  and  partial  classification  yard  for  the 
city  freight  and  west  side  industries.  It  is,  howeter,  un- 
fortunately located  too  close  in  the  city  and  probably'  will  be 
restricted  eventually  rather  than  expanded,  as  later  developed 
in  this  report.  The  city  yard  in  iiorth  ?/ater  bt,  has  been 
developed  in  exceedingly  limited  width  and  length  (Stevens  St, 
to  Richfield  Road)  and  cannot  be  regarded  as  suitable  yard 
trackage  in  the  proper  sense,  especially  as  it  is  contrary  to 
advanced  city  policy  to  permit  railroad  switching  and  classi- 
fication BO  close  to  the  business  and  settled  areas.  Farther 
west,  there  is  no  opportunity  for  suitable  yard  development  on 
the  Grand  Trunk  main  line  in  the  valley, 

until  recently  the  Grand  Trunk  conteirplated  the  con- 
struction of  a very  large  y'ard  at  the  euimnit  of  the  west  side 


>1 


; 

'■'1 


"Ji-  -K- 

^ v*, » 


grade  fce/ond  Glenwocd  cemetery » and  In  fact  acquired  extensive 
land  areas  for  tills  purpose.  This  development  seemed  to  af/ord 

an  opportunity  to  serve  the  west  side  industries  and  gr'^atly^ 

I ^ 

I reduce  the  train  switching  movement  across  Saginaw  St.  At 
\ the  present  time,  all  these  train  movements  from  westside  in- 

I 

' dustries  are  handled  in  the  eastside  yardSc  thus  traversing 
the  main  husineas  district.  Unfortunately,  however,  the  heavy 
westeide  grade  of  the  Grand  Tronic  main  line  constitutes 

a conBiderahle  barrier  to  this  westside  yard  development, 

^ It  is  worthy  of  note  here  that  the  Grand  Trunk  con- 

tcii^lated  at  one  time  the  building  of  an  engine  house  terminal 
on  its  property  opposite  Moon  Island  but  in  deference  to  public 
opinion  transferred  this  terminal  to  Belsay,  thus  requiring 
much  more  idle  engine  movement,  Jt- 

Interchange;  Freight  interchange  between  the  two 

i 

i roads  is  handled  at  their  intersection,  which  is  so  close  to 

f Saginaw  st,  that  switching  movements  completely  block  the  traf- 

• 'i! 

Si, 

•fie  of  this  ms,in  artery.  No  more  unfortunate  location  for  City 
Interchange  could  possibly  be  selected,  especially  as  no  stand- 
ing tracks  can  be  built,  but  until  the  proposed  pere  Marquette 
cut-off  is  constructed,  no  interchange  outside  of  the  city  is 
^ fessible.  With  this  cut-off,  the  interchange  could  readily 

take  place  at  the  intersection  of  the  two  cut-off  lines,  paring 
{ the  year  1916,  7863  cars  were  interchanged  at  this  point  or 
averaging  around  25  cars  per  working  day.  This  intercl^nge  ie 
increasing . rapidly  and  doubled  in  less  than  two  years. 

Routing ;The  methods  of  routing  freight  in  H*lint  are 


interesting.  Inquiry  developed  the  statement  that  approximate- 
ly ao  percent  of  the  Fere  Marquette  outbound  business,  which  is 


5^1  vl  /*.  ;v,  f'  ''  , • 


li 


■;  ■'  ■ f ■■■■.•.>  • 

I" 

M *"  i , fp/ 

more  than  90  percent  automobilee » amoves  north  via  Sagina«^ 
thence  distributing  east  via  the  port  Huron  gateway  ar^d  west 
via  the  Ludington  division.  Southbound  business  to  Detroit 
and  Toledo  from  tf^e  l?Qrth  plint  district  naturally  passes  through 
the  city*  Similarly . even  a larger  percentage  of  the  Grand  Trunk 
business  moves  west,  breaking  up  at  Durand  for  Detroit,  Toledo, 

Chicago,  etc.  The'pere  Marquette  north  yards  are  fortunately 

? <•  “ 

located  with  respect  to  this  bulk  movement,  but  the  Grand  Trursk 
requires  a wests ide  outlet  to  its  cut-off  line.  This  is  dis» 
cussed  later  in  Part  HI,  Section  5.  If  the  P,M,  cut-off  should 
be  constructed,  it  is  reasonably  certain  that  a much  larger 
proportion  of  the  North  i‘llnt  industrial  business  could  be  routed 
south  via  Detroit  end  Toledo  gateways,  rather  than  by  the  Sag- 
inaw detour. 

City  Frei^t:  In  handling  city  freight  the  Grand  Trunk 
p\ills  short  cuts  of  cars  from  its  station  platforms  to  the  water 
St.  or  Burton  St.  yard  without  any  attempt  at  road  classifica- 
tion, then  switches  these  cuts  into  a mixed  train  for  the  iielsay 
yard,  where  the  cars  are  classified  for  road  movement  either 
over  the  main  line  or  the  cut-off  line,  but  principally  over 
the  latter.  Also  ±n  this  outbound  movement  similar  short  cuts 
from  industries  are  transferred  to  Eelsay  for  road  movement,  much 
of  the  westside  industry  traffic  being  thus  switched  across  the 
city,  Inthe  reverse  direction,  road  trains  are  broken  up 
Belaay  for  city  delivery  and  with  the  additional  yard  facilities 


''^It  is  improbable  that  any  considerable  amount  of  westside 
traffic  will  be  taken  to  Durand  to  me.ke  up  into  road  trains 
because  of  the  distance,  17  miles  . 


lii'i 

1 


mil! 


IV 


•D 


u 

r w. 


dy/  . 

^ ,S  V 

recently  proridsd  at  tiiis  point  it  is  probable  tnat  a connider- 
feable  amount  of  classification  can  be  carried  out  in  tiiie  yard 
in  inaustry  or  “station"  order  so  as  to  reiiCTe  the  city  yards 


of  this  extra  switching.  Chevrolet  deliveries  in  platform 
order  vill  probably  continue  to  be  made  with  switching  and 
classification  done  on  the  industry  property,  obviously,  so 
long  as  tie  orand  Trunk  operates  only  one  large  classification 
\ yard  at  the  east  end  of  its  cut-off  line,  its  freight  operatione 
In  Flint  must  necessarily  be  one-sided  unless  a special  freight 
outlet  from  the  Chevrolet  district  is  constructed  as  later  dis- 
cussed. 

In  the  case  of  the  Pere  Marquette,  the  McGrew 
yard  functions  in  the  same  rnanner  as  the  Belsay  yard  and  classic 
fication  in  platform  order  for  tne  General  Motors  district 


presumably  will  continue  to  be  done  in  or  along  the  company's 


property.  However,  should  industries  develop  along  the  pere 
Marquette  on  the  south  side,  the  construction  of  a south  yard 
presumably  at  the  ternnnus  of  tiie  proposed  cut-off,  wouxd  oe 
as  desirable  as  nov7  in  the  case  of,  the  Grand  Trunk  and  much 
more  feasible  because  of  the  shorter  switcning  movement  to' 
—and  fr  .m  the  city. 

It  may  be  observed  here  that,  quite  evidently,  the 
provision  of  these  additional  yards  and  switching  facilities 
will  become  increasingly  in^jortant  in  the  absence  of  grade 
separation  of  the  railroad  main  lines  through  the  center  of 
the  city.  And  further,  that  by-pass  track  facilities  should 

4 

be  provided  by  the  Pere  X^arquatte,  especially  as  the  tonnage 
, handled  is  considerably  greater  axid  the  relative  congestion 
.along  the  mai.o  line  worse  tnan  in  tJie  case  of  the  Grand  Trunk. 


i.iTITIT 


Railroad  Traffic; 

An  analysia  of  the  business  handled  "by  these  two  sye- 
tenis  in  and  out  of  w'lint  indicates  some  very  startliiog  figures 
of  growth  in  the  light  of  wnich  railroad  facilities  would  seem 
to  require  immediate  expansion.  . r . 

^vhil0  it  has  been  impossible  to  secure  complete 
figuresj  the  following  data  sets  forth  the  essential  results 
covering  the  five  year  period  of  1912  to  191S  inclusivei 
Total  tonnage  in  and  out  bound  increased  208> 

' 1915-16  increase.,,.,......... 80;^ 

Team  trade,  cars  inbound^  lOlf? 

Industry  tracks,  cars  inbound. 345^ 


**  » « outbound.. 233% 

L.C  .L.  tonnage  iribovind* 89^ 

« « outb  ound  73^ 

interchajige  betteeii  Roads  138^ 

Bcipty  cars  inbound  , 1471^ 

*•  •*_  outbound^ 100^ 

Ticket  sales  47% 


From  these  statistics,  the  startling  fact  appears  that 
freight  traffic  in  Flint  has  doubled  in  about  2.5  years  and 
passenger  traffic,- if  the  entire  history  were  availa’He,  would 
probably  be  found  to  have  doubled  in  about  10  years.  The  maxi- 
mum rate  of  growth  was  on  industrial  tracks,  although  both  team 
and  house  freight  appears  to  have  doubled  in' from  5 to  6 years. 

on  one  of  the  roads,  which  is  probably  typical  of  the 
other,  the  Inbound  team  track  business  appears  to  be  about 


Itliiia ^.Ll. 


nine  timee  the  outhound;  l.c.l.  house  freight  twide  the  oufbouiid 


industry  cars  about  1.5  times  the  outbound.  Similarly,  inbound 


empties  appear  to  be  about  1.5  times  the  outbound.  , t 

The  large  proporlion  of  errqpty  cars  handled  is  of  interest 


One  road  is  reported  to  handle  38,000  empties  in  and  out  in  seven 
years  and  in  1916  the  ea^ties  approximated  44$^  of  .t^e  total  number 


of  loaded  cars  hazidled.  The  explanation  appears  to  be  tixat  a 


large  number  of  box  cars  came  in  loaded  with  building  material, 
general  merchandise,  etc.,  and  having  only  5.0  or  5.5  ft.  width 
doorSy  it  was  impossible  to  use  these  same  oars  for  loading  auto- 
mobiles' outbound.  There,  were  also  many  gondola  ' jpper  bottom 
cars  and  flat  cars  which  were  not  used  to  transport  automobiles 
up  to  1916  while  it  was  then  still  possible  to  obtain  special  ' 
automobile  cars  or  furniture  cars  with  wide  doors.  Later, 
however,  the  Buich  Co.  installed  a locomotive  crane  and  after  the 
shortage  of  special  cars  became  acute. loaded  automobiles  into  these 
open  cars  covering  them  with  tarpaulin,  Witiiin  the  year  1916 
the  Interstate  Commerce  Commission  issued  an  order  preventing 
the  use  of  coal  cars  for  any  other  purpose  than  the  transportation 
of  coal  In  order  to  overcome  the  fuel  shortage.  Thus  the  propor- 


tion of  emtpics  is  likely  to  again  increase. 

The  loading  for  inbound  cars  has  reduced  from  34,, tons 
to  24  tons  since  1912  and  outbound  loading  fram  10  to  8 tons, 
averaging  26.8  and  3,3  tons  respectively.  This  clearly  reflects 
the  special  character  of  the  increaaag  automobile  business  for 
which  raw  material  arrives  in  bulk  and  departs  as  fabricated  product 
Interchange  between  the  p.M.  and  Grand  Trunk  is  largely 
in  full  carloads,  l.c.l.  movement  being  only  from  3 to  5 percent 
of  the  total  interchange.  It  is  noteworthy  that  interenaige  business 


?7^ 

is  still  relatively  smll,  amounting  to  only  about  5 percent  of  the 
eetiinated  total  care  handled.  This  simply  reflects  the  consistent 

t 

railroad  policy  of  each  railroad  developing  and  serving  the  in- 

•A  ^ 

dustries  along  its  lines.  While  this  interchange  was  formerly 
quite  well  balanced,  in  later  years,  since  shipping  difficulties 
have  occurred,  the  amjority  of  the  interchange  traffic  flo\«{Qd  from 
[ the  Pere  Marquette  to  the  drand  Trunk  lines. 

The  conclusion  to  be  drawn  from  these  data  is  that 
industry  freight  facilities  will  require  the  maximum  extension 
and  that  this  increase  has  been  extraordinarily  rapidr,  while  the 
'city  freight  has  followed  out  a lesser  rate  of  increase,  and  pass- 
enger business  a still  lower  rate*  The  fact  that  the  total  freight 
business  of  5‘lint  has  increased  in  five  years  from  about  600,000 
tons  to  1,800,000  tons  and  the  estimated  cars  handled  from  65,000 
to  160,000,  give  evidence  of  the  growing  magiiitude  of  the  problera. 
furthermore,  the small  interchange  indicates  that  there  is  little 
-necessity  as  yet  for  clearing  yard  facilities,  but  that  the  maxi- 
mun  needs  are  for  operating  yards,  equipment,  by-pass  tracks  and 
industry  sidings. 


Sect! on  3*  proper  development  of  hailioad  facilities; 

A study  of  the  distribution  of  population  throughout 
the  city  prepared  by  the  City  Engineering  Department  in  connection 
with  report  of  Mr.  John  Kolen,  indicates  that  except  for  certain 
limited  areas  along  the  flint  river  and  in  the  Thread  Creek  valley, 
there  is  little  or  no  opportunity  for  proper  yard  development  well 
within  the  city  suited  to  the  needs  of  the  railroads.  In  fact, 
proper  city  planning  would  indicate  that  such  railroad  yard  ex- 
pansion should  take  place  well  outside  of  the  settled  area,  it 


I api^sars  tnat  residential  development  has  'already  taken  place  on 

i s 

ii  both  sides  of  the  Buick  works  from  the  city  limits  on  the  East 
to  and  beyond'^ the  line  of  Nortii  Detroit  Street  on  the  west  and 


is  rapidly  expanding  north  of  the  north  city  limits.  Near  the 


southern  city  limits  there  is  practically  no  development  except 
along  South  Saginaw  St.  However,  the  ascending  grade  of  the  Pere 
}4arquette  railroad  and  the  high  level  of  the  Grand  Trunk  out-off 
renders  these  locations  relatively  unava liable » 

The  entire  northwestern  section  of  the  city  west  of 
plint  River  is  regarded  as  very  desirable  residential  territory 
and  railroads  should  be  rigidly  excluded  therefrom.  The  Thread 
Creek  bottoms  are  capable  of  some  development,  but  are  totally 
Inadequate  for  large  railroad  yards  and  should  be  reserved  for 
freight  and  warehouses,  team  tracks,  building  material  and  factory 

loft  buildings,  as  later  discussed.  The  unsettled  areas  along  the 

■i 

I Flint  River  in  the  vicinity  of  Crapo  Island  north  of  yaginaw  street 
could  also  be  developed  to  some  extent,  but  are  properly  under 
I c onsideration  for  future  parks  and  driveways  along  the  river  and 
are  thus  pract’ioally  una  vailable , The  very  cranked  situation  on 
both  sides  of  tine  Pere  Marquette  Railroad  on  the  north  and  the 

I 

Grand  Trunk  both  north  and  'south  of  Saginaw  St.  preclude  any  fur- 
ther development  in  these  locations.  North  of  the  Buick  works 
large  open- spaces  are  available  for  industry  yards  only  and  it  is 
probable  that  this  space  will  be  required  for  the  expansion  of  the 
Buick  factories,  permitting  only  such  tracks  thereon  as  required 
to  serve  directly  the  industries. 

on  the  east  side  however,  there  exists  a long  stretch 
of  coajparativeiy  level  land  as  yet  unsettled  and  intersected 
by  both  the  Grand  Trunk,  main  and  cut-off  lines.  ijtirther,  the 


> - 


r 


Viv'  '■ 

55  ' 


•1  . ' 


il 


ft' 


{'projected  cut-off  of  the  Pere  Marquette  would  traYerse  this 

i:  . 

area  north  and  south  and  open  up  an  almost  unlimited  industrial 


J : area  adjacent'- to  Western  Road.  The  character  of  settleiiJent 


\ 


between  Western  Road  and  Flint  River  as  already  established 


most  strongly  suggests  this  district  as  the  most  available 


it 


industrial  district  of  Flint  for  future  development  and  hence 
it  is  referred  to  in  this  report  as  the  Eastside  Industrial 
District,  as  shown  on  Exhibit  50, 

In  view  of  the  factory  congestion  between  the  Buiok 
works  and  the  river,  along  South  St,  and  in  the  Chevrolet  district, 
and  the  fact  that  suitable  niain  yard  sites  can  be  found  outside 
of  the  city,  there  remin  only  the  city  freight  facilities  , to  be 


taken  care  of  within  the  city.  The  two  locations  of  the  Grand  Trunk 


and  Pere  Marquette  roads  respectively  north  and  south  of  Saginaw 
St.  are  considered  quite  suitable  for  development  to  any  necessary 
I extent  and  excellently  located  for  handling  l.c.l.  freight  for 
the  retail  district.  Ample  team  track  capacity  can  be  developed 
in  the  Thread  Creek  bottoms  for  bulk  commodities,  also  along  the 
Grand  Trunk  main  line  east  of  the  present  station  and  along  Burton 
St.  The  iforth  Flint  industries  around  Hamilton  Are.  will  also  be 
relieved  to  a sufficient  extent  to  provide  for  necessary  team 
tracks  in  this  district,  so  that,  considering  all  facilities,  the 
development  of  the  Eastside  Industrial  District  seems  to  possess 
all  the  elements  necessary  to  provide  for  the  future  industries  of 
the  city. 

There  is  indicated  in  Exhibit  a right-of-way  former- 
ly acquired  by  the  Detroit  United  Railway  to  provide  an  entrance 
desired  for  its  conteugplated  freigh  development  into  and  along 


gbe  Gilkey  Creek  bottoms.  This  right-of-way  extended  from  Crago 


It  f 


[T: 


* ■ •' 


>4»  V.4Vl^l<^*‘  H i'  , 


ti  %■ 


■Hi-  -•»*■ 


to  Lewis  St.  and  thence  into  a large  area  extending  aa  far  as 
the  Flint  Rirer  opposite  the  old  water  works.  HoweTer,  this 


right-of-way  Was  never  perfected  owing  to  the  fact  tnat  a short 
connecting,  link  east  of  Kearsley  St.  was  withheld  through  the 


influence  of  certain  public  spirited  oitiaena  who  foresaw  the 


con5)lete  destruction  of  the  proposed  city  parking  plan,  which  as 


[ outlined  in  a previous  park  plan  propceed  to  develop  Giikey  Creek 


J as  an  ixnpcrtsnt  element  in  a circular  system  of  park  lands.  Al- 


I though  this  Park  Plan  possessed  only  the  support  of  public  cpin- 


I forestalled  and  that  terrdnal  development  even  with  electric 

'j?  ■ 

i motive  power  should  thus  be  removed  to  a less  restricted  and  more 


suitable  location.  It  is  an  interesting  matter  of  record  that 
those  interested  in  the  proposed  Kastside  jndusti'ial  District 
under  the  leadership  of  Mr,  J.D.Dort  then  agreed  to  provide  the 


return  for  the  old  right-of-way),  through  the  entire  length  of 


the  Eastside  Industrial  District  and  with  full  access  to  the  in- 


t dustries  to  be  located  there.  This  offer  is  deemed  eMneiitly 
i fair  and  just  and  quite  in  line  with  enlightened  civic  policy. 

This  trensa*  ti  the  ref  ore  > adds  one  further  and  important  argument 
I to  the  use  of  the  Eastside  Industrial  District  for  the  future 
t industrial  expe.nsion  of  Flint. 


The  suggested  arrangement  of  this  district  is  devel- 
oped in  part  III  herein  ’’.nd  Supplemental  No .2. 


Section  4 . Street  Traffic  problem; 

consideration  of  the  problem  of  relieving  the  city 
streets  from  the  burden  of  railroad  grade  crossing  operation 


interference^  traffic  counts  were  ttade  during  April  and  May, 

8.t  the  intersection  of  sagiiiaw  st.  and  the  railroads. 

Exhibits  6 and  7 indicate  graphically  the  volume 
and  period  of  this  intersecting  railroad  and  vehicle  traffic. 

The  counts  varied  considerably,  but  showed  for  hour  intervals 
upward  of  900  automobiles,  100  horee-dra^n  vehicles  and  75  street 

cars,  or  a total  of  all  vehicles  ranging  from  400  per  hour  be- 

* 

tween  6 and  7 A,M.  for  the  early  part  of  the  business  day,  to 
1100  per  hour  for  the  busy  hours  at  noon  and  evening.  In  Flii^t, 
the  noon  peak  seems  particularly  noticeable. 

There  were  50  train  moveiiients  across  Saginaw  St.  in 
ten  hours,  varying  from  a single  engine  to  freight  trains  of 
as  many  as  100  cars  on  the  Pere  Marquette  line.  Prom  6 A .M. 
to  5 P.M.  there  passed  over  this  crossing; 


pere  ISarquette  - 

Grand  Trunk 

Total, 

Car  basis: 


3 passenger  trains  of  22  cars 
23  freight  « ••  304  " 


4 passenger 
17  freight 

47  trains, 


« 38  •' 

« 138  " 

502  cars 


65  percent  over  pere  liarquette. 
35  " ” Grand  Trunk. 


The  consequent  delay  to  street  traffic  is  well  indi- 
cated by  records  compiled  by  the  Detroit  United  Railway,  showing 
the  following  delays  to  its  street  and  interurban  cars  (only 
delays  exceeding  5.0  minutes  being  here  reported);  February* 

I. 

431  minutes,  March  398  minutes,  April  341  minutes,  May  1 to  22,  41< 
minutes. 


‘ The  longest  delays  noted  were  as  follows;  (1)  pjarch  £5, 

a pere  Marquette  train,  held  crossing  18  minutes  in  the  middle 
Uf  the  rush  hour,  4:66  to  5;14  P.M.;  (2)  February  2,  per©  Marquette 


train  held  cros8ir:g  20  minutee,  4:10  to  4; 30  P.M.  (&  electric  cars 
delayed);  (3)  Kay  4^  Grand  Trunk,  held  crossing  14  minutes,  1:12 
to  1;26 

The  total  electric  car  delays  reported  are  as  follows; 


• 

Konth : 

Cars 

Belayea 

Ra ilway : 

Total  pelaye 
I'inutes : 

Average  per 
cer„minute6 ; 

February 

26 

pere  I'arquette 

256 

10 

H 

20 

Grand  Trunk 

175 

Q 

Varch 

30 

pere  Marquette 

252 

a 

19 

Grand  Trunk 

146 

7 

April 

38 

pere  Marquette 

302 

8 

1* 

6 

Grand  Trunk 

39 

8 

May 

41 

Pere  Marquette 

299 

7 

1 to  27 

17 

Grand  Trunk 

115 

7 

It  is  evident  that  these  railroad  operations  at  grade 
over  a thoroughfare  passing  from  10  to  20  vehicles  per  minute 
on  the  average  constitutes  a real  problem  for  the  City  of  ylint. 
Various  suggestions  have  been  madeto  remedy  the  situation  • in 
fact,  the  railroads  have  agreed  to  interchange  outside  of  rush 
hours  but  owing  to  the  relatively  siriall  amount  of  interchange 
this  does  not  get  at  the  root  of  the  trouble.  While  grade  separa- 
tl^oxi  is  entirely  logical  it  is  a question  whether  the  expense  woulc 
be  justifiable  at  present,  in  view  of  the  fact  that  a cut-off  line 
as  suggested  through  the  Eastside  Industrial  ri strict  viould  relieve 
the  worst  obstruction  - viz.,  on  the  pere  Varquette  line, 

% 

One  minor  remedy  is  shown  by  Exhibit  No.  3.  The 
Pere  ir  xquette  yard  switch  is  now  located  practically  at  Saginaw 
St,  As  a result,  every  switching  movement  to  and  from  the  pere 
lilarquette  yard  passing  the  passenger  station  must  cross  Saginaw 
St,  By  moving  back  this  switch  south  of  the  Grand  Trurdc  crossii^, 
or  doing  away  with  the  lead  altogether,  considerable  ya.rd  switch- 
ing would  be  removed  from  Saginaw  St. 


The  new '^Chevrolet  cutlet  connecting  the  Grani  T2:*unk 
main  and  cut->off  line,  later  discussed,  is  like?;ise  a possible 
remedy,  otherwise  the  construction  of  the  high  level  west  yard 
on  t h e Grand  Truiik  line  is  the  only  remedy  for  relieving  sagir*aw 
St,  of  westside  industrial  switching.  And  this  is  not  altogether 
desirable  . 


The  present  careless  method  of  flagging  at  Sagiiiaw 
St.  could  be  ia^roved  as  a temporary  expedient,  as  there  appears 

y 

1 i tvll*  atiei:p/t  to  anticipate  train  movement  with  any  degree  of 
promitness  - that  is,  the  street  traffic  is  frequently  held  up 
needlessly  for  long  \ntervals  even  before  intersecting  train 
movements  have  started. 

Kear^ley  Sts  The  movement  of  '^ere  laarquette  switch- 
ing engines  across  Kearsley  St,  are  numei 3us  and  it  will  be 
difficult  to  do  away  with  them  er tirely.  It  is  conceded  that 

• f 

freight  housee  should  remin  substantial!/  where  they  are  and 
that  they  must  be  served  by  tracks  cn  strset  level.  The  sur- 
face tracks  near  the  river  north  of  Kears^ey  St.  if  they  remain, 
must  be  switched  from  the  south  end  and  acrpss  this  street.  How- 
ever, these  team  tra.cke  should  sometims  be  removed  farther  south 
into  Thread  Creek  bottoms , as  discussed  e.sewhere,  which  in^rove- 
ment  will  reduce  the  necessary  movement  o.f  switch  engines  across 
Kearsley  St.  It  is  probable'  that  with  this  new  team  track  de- 


velopment suggested,  south  of  Kearsley  St.,  some  other  and  better 
use  could  be  found  for  the  property  boundsd  by  the  pere  Marquette 
main  line.  Kearsley  St., the  river,  Grand  Trunk  main  line  and  Beech 
^ St.„  to  reduc  switch  movement  across  Kearsley  and  thus  relieve 
t.  the  important  trucking  si.reet. 


PAhT  HI  - SPECIAL  STIIDJIS  > 

. 3eu-tic:i  ''  ilint  Lalkes  Ef  iiroad  Bntrar^^; 

TheEdiscussicn  herein  and  appended  reports  upon  the 
opecial  pi’coleE.E  of  the  new  Great  Lakes  entrance,  rrake  it  umiec  . 

^ ceeary  to  develop  the  detail^?  h.ere-<>  Some  "broad  coE^iuentSj,  hov;- 
ever,  inay  oe  iiiades 

K.  Ji'CEi  the  survey  of  railrcad  facilitie^^  and  traffic, 

1 1 is  clear  that  this  new  service  is  deoirahlSi.  It  is  positive' 

t ' ^ * • 

ly* stated  that  it  v.d.11  xendoA’  available  to  tlie  industries  or 
|.  riint  a pro-rata  share  cf  ths  e^itensive  yj.chi^s.n  Central  auto- 
f cclile  -cor  OQuipiten* Lhe  Great  Lakes  road  has  already  in» 
f wezUC.  heavily  in  tlie  original  C-ilkey  Creeic . antranoe  and  sub- 
I aci^uently  for  tv;o  other  entrances  .In  ITortli  Llint,  sexeotC'd  to 
icect  th3  w'^shec  cf  the' city  o'?  the  industries,  and  quite  :xn=^ 
usable  -f  the  Psre  ts  hecoxaes  thj  Belt  Line  opera  tor® 

Ihis  stfcp  on  the  par+  cf  the  Detroit  United  PLvilway  interests 
can  only  be  regarded  as  an  advanced  pol.’oy  hy  which  the  electri 
rallroado  /^ay  hecoino  cf  greater  uscfulnesi  as  an  industrial  fa- 
cility, Conversely-  the  saEis  eer'/ice  guarantees  imposed  upon  th-s 
D.U.K,  should  he  met  "by  any  other  road  participating  in  the 
Puclic  Belt.  Railroad  piano 

I 

■ Uecticn  2 « fere  Harquette  R»Ro  Cut-Off; 

Prior  to  the  f^nal  development  of  the  Great  Lakes 
f cutranoe,  the  lore  Ihrquette  rodd  actively  entertained  the  pre- 
posal  cf  a low  grade  cut-.off  lino  extending  south  fron  Lh-Grxew 
'yard  through  >he  proposed  Last  hide  Industrial  Disuilct  and  thence 
. r>tra2F>+  south  to  U.e  interccoticn  witli  its  main  line  Booth  of 
the  city^  This  cut  off  Is  approxirtiately  7,8  miles  long  with  a 


i 


Vi''  .■^. 


siaximum  gradeof  0.5  percent  at  the  Flint  River  crossing* 

a 

The  approxlmte  alignment  is  indicated  on  Exhibit  30 

' • 

3,  althougii  the  exact  location  of  the  north  tangent  may  vary  there- 
from somewhat  in  final  surveys  in  order  to  further  equalize 
1 the  cut  and  fill  necessary  to  secure  the  most  economical  cross- 
ing of  the  Flint  River  and  Kearsloy  (Treek  ‘bottoms  and  also 
to  avoid  encroaching  upon  the  City  Water  Vforke  park,* 

In  building  this  cut-off,  there  is  a freedom  of  loca- 
^ tion  which  is  rather  more  fortunate  than  in  the  case  of  the  Grand 

V 

(Trunk  cut-off  built  in  1390.  , At  that  time  the  population  of 
jithe  city  was  less  than  10,000  people  and  no  doubt  the  line  was 
[considered  as  sufficiently  distant  from  the  center  of  tlie  city. 
jTime  has  proved,  however,  that  the  Grand  Trunk  cut-off  was  located 
I much  too  close  to  the  city  and  should  have  been  detoured  east  of 
[Thread  Lake,  This  proposed  pere  yarquette  cut-off  is  designed 
I to  be  located  a. sv  miles  from  the  center  and  quite  outside  of  the 
I,  (present  settled  areas.  And  in  view  of  the  fact  that  in  Flint  the 
I ^ northwest  highlands  constitute  the  most  logical  and  desirable 
I ’territory  for  residential  expansion,  which  by  reason  of  its  topo- 
.'graphy  will  no  doubt  always  be  free  from  railroads,  the  proposed 
Pere  i/larqaette  cut-off  can  be  regarded  as  most  satisfactory  and 
permanent.  Furthermore,  the  district  traversed  is  clearly  most 
♦desirable  for  industrial  purposes  and  sufficient  areas  are  avail- 

c I [ ' ' ' 

^ table  both  east  and  west  for  suitable  local  housing,  as  pointed 
out  in  the  report  of  the  City  Planning  specialist,  Mr,  John  Nolen. 

When  constructed,  this  cut-off  location  will  lend 
itself  admirably  in  the  matter  of  city  terminal  yards.  Starting 
at  the  McGrew  yard  on  the  north,  ample  opportunity  is  avail- 
.hie  for  yard  space  all  along  the  out- off,  for  local  switching, 


K::l| 


and  at  the  southern  extremity  for  a yard  similar  to  that  at  Belaayg 
at  W'lich  city  ..freight  in  and  outbound  would  be  consolidated  v/ith 
the  road  trains' operating  from  the  cut-off.  Thus  the  pere  Mar- 
quotte  cut-off*^ will  be  a considerable  improvement  over  the  Grand 
Trunk  cut-off,  being  so  much  shorter  that  city  yards  may  be  operated 
at  both  ends,  whereas  the  Schwartz  Greek  yard  is  at  considerable 
disadvantage  because  of  the  long  switch  hauls  from  the  undustrial 
icenter.  In  the  case  of  both  roads,  Flint  is  not  a divisional 
point  or  engine  terminal,  consequently  it  must  be  treated  as  a 
problem  of  way  station  development  only,  though  of  large  magni- 

jtude, 

* In  normal  operation,  northbound  pere  Marquette  road 

It rains  previously  made  up  in  road  order  would  drop  southside  city 
freight  at  Western  Road  yard  to  be  carried  in  by  switchirig  engine. 
Northside  city  freight  would  be  dropped  at  McGrew  yard.  Outbound 

* city  freight  would  be  consolidated  at  these  two  yards  for  fur- 
Jther  movement.  Furthei*,  the  present  detour  of  outbound  freight 
^via  Saginaw  could  be  reduced  and  a larger  proportion  moved  south 
•by  this  cut-off  to  the  Detroit  and  Toledo  gateways,  entirely 

avoiding  the  city. 

The  cut-off  would  also  form  an  excellent  opportunity 
for  'improved  interchange  with  the  Grand  Trunk  in  the  Easts ide 
• Industrial  District,  which  is  rauch  needed. 

Should  the  city  continue  to  expand  to  the  east, 

if 

^ there  would  still  exist  ample  opportunity  for  this  development 
east  of  the  industrial  District,  without  serious  interference 

1.88  numerous  transverse  thoroughfares,  such  as  Richfield,  Davison , 

0 ■ 

Kearsley,  .J^ist  Court  and  Lapeer  Roads,  are  available  through 


r. 


Seotion  3«  - Bastside  Iridus trial 

The  adequacy  of  the  site  proposed  for  the  Easts ide 

industrial  District  has  already  been  coraniented  upon  favorably 
by  Ur.  liolen  froia  the  vie^fpoint  of  city  planningo  It  is 
noteworthy  that  this  area  is  the  principal  one  ©f  the  Elmt 
district  free  from  hills  and  gulleys,  with  the  exception  of 
that  district  due  north  of  the  city,  which  is  more  suitable  to 
residential  than  industrial  purposes o " It  is  entirely  out- 


side  of  the  flooded  areas  such  as  that  of  the  Gilhey  Creek 
^ bottoms  throu^  which  the  old  Detroit  United  Railroad  right- 
; of-way  was  projected  and  in  which  Ihe  Chevrolet  industries  are 
; now  located.  The  district  is  served  by  an  excellent  north  and 
' south  thoroughfare.  Western  Road,  with  numerous  transverse 

thoroughfares.  While  this  district  is  now  outside  of  the  city 
^ limits  and  consequently  not  under  control  of  the  City  of  Flint, 

I it  may  reasonably  be  assumed  that  the  city  could  expand  so  as 

I to  secure  proper  control  of  it.  w' ■ • 

|L  , •jhe  proposed  District  will  be  served  by  two  Grand 

I Trurik  lines  approximately  C.75  mile  apart,  also  by  the  pro- 
posed Great  pakes-Michigan  Central  entrance  throughout  its  -engti 
.^►and  particulaX'iy  by  the  proposed  pere  Marquette  cut-off.  With 
the  most  direct  connections  between  the  District  and  the  various 
railroad  classification  yards  there  could  not  be  a more  conven-. 
i ent  arrangement  developed  for  prompt  railroad  service.  The 
plan  of  neutral  switch  service  proposed  for  this  district  is 
\ furtiier  developed  in  the  following  section  -■  “Public  service 


J Belt  Line”, 

I ^ Qne  possible  disadvantage  is  the  imtter  of  v;ater 

supply  and  drainage.  This,  however,  is  a problem  concerning  tlie 
lV  entire  city  and  not  one  peculiarly  local  to  this  district.  It 


i.?  re;portC‘d  that^vithin  recent  year&  at  eeaecns  of  drought, 
th^  water  supply  of  the  S’lint  river  behind  the  impoundiiig  darn 
at  Harrison  St,  , is  no  more  than  needed  frcan  day  to  day  and  at 
one  time  the  supply  was  practically  exhausted;  also  that  per« 
haps  5C  percent  of  the  water  used  for  domestic  purposes  is  obtain 
ed  from  wells.  The  j?llnt  river  drains  approximately  750  square 
miles  above  Saginaw  St.  and  Thread  Creek  an  additional  180  square 
miles  or  the  real  out « the  farthest  point  of  the  i’lint  River 
watershed  being  not  more  than  35  miles  away  in  a straight  line* 

As  a result,  while  the  country  is  coinparatively  flat,  the  run-off 
is  exceedingly  uneven,  resulting  in  periodic  floods  and  the 
necessity  of  revetcmsati.  in  or  through  the  city  to  avoid  damage; 
It  is  thus  clear  that  further  iropounding  offers  one  of  the  most 
feasible  plans  of  increasing  the  water  eupply  for  this  new  in- 
dustrial district. 

In  this  connection.  Thread  Lake  suggests  itself  as  a 
possibility  by  raising  the  outlet  dam  several  feet  and  increasing 
the  capacity  cf  the  lake  by  suction  dredge,  at  the  same  time 
raising  the  shores  in  ii»ny  places,  thus  creating  valuable  lands, 
Whethiex  Sch?/artz  Creek  bottoms  should  also  be  utiliaed  for  im- 
poanding  ie  a question.  Incidentally,  it  may  be  pointed^ out 
that  this  impound irig  would  probably  serve  to  reduce  or  do  away 
entirely  with  the  flood  condition  in  the  Thread  Creek  bottoms 
and  i;erii4.t  the  permanent  leclacation  of  these  lands  for  the 
more  efficient  uses  pointed  out  in  this  report. 

Sub-surface  waters  could  also  no  doubt  be  drawn  upon 
for  use  in  the  Eastside  district. 

The  drainage  would  appear  to  offer  no  serious  diffi- 
culT/iec,  ££  the  prevailing  level  of  the  Eastside  Industrial 


riistriet  is  ecnie  5C  feet  s-tove  that  of  the  Flint  river  through 

n 

thcsity  and  as  judged  hy  the  disposal  facilities  now  rcc/iirsd 
hy  the  automobile  industries » 

This  Eastsice  Industrial  district  as  proposed  covers 
an  area  ,1320  feet  wide  between  T’estern  Road  and  the  l/8th 
section  line  to  the  east  and  extending  north  fxom  Crago  to 
Bickford  St,  (Delaware  -Ave),  a distance  of  about  14250  feet, 
or  a total  of  nearly  19,000,000  Eqeft,  in  gross  area.  This 
would  yie3dperhs.ps  14,000,000  sqoft.  in  usable  area.  The 
great  industrial  capacity  of  this  area  may  be  better  realized  " 
when  it  is  understood  that  the  entire  Bulck  and  Chevrolet 
plants  could  be  reproduced  therein.  Just  what  specific  arrange- 

j 

ments  of  factory  buildings,  yards  and  tracks  would  be  most  de- 
sirable, it  is  impossible  to  deterraine  at  this  time  without 
further  knowledge  of  the  character  and  requirements  of  the 
industries  to  be  located  therein.  However,  in  order  to  give 
some  indication  of  the  possibilities  of  development  Exhibits 
9 and  iO  have  been  prepared,  showing  alternative  methods. 

LAYOUT  A:  Longitudinal  development  betv/een  Lippin- 
cott  Boul.  and  Grand  Trunk  cut-off;  also  north  of 
Grand  Trunk  Main  line.  Lateral  development  between 
the  Grand  Trunk  lines.  This  plan  aseumes  consoli- 
dated trackage  for  all  roads  with  no  neutral  tracks 
or  yards.  It  would  provide  rectangular  areas  up 
J'  - to  550  ft.  in  width  and  2000  ft. long,  with  service 

tracks  and  loading  platforms  on  both  sides  exceptir.g 
tii.e  frontage  on  Western  Ave. 

I*  LAYOUT  B;  Thii;layout  i rid i cates  a.  similar  typical  plan 

includint?  neutral  tracks  and  yards  assumed  to  be 


part  of  the  Public  Belt  railroad  %nd  independent 
of  maira  lane  reserved  for  private  i's.ilroads*  In 
this  layout,  the  block  plan  for  factories  shows 
the  building  space  intei seated  by  two  nprth-couth 
industrial  leads  and  house  tracks  as  compared 
with  one  in  Layout  A.  The  sectional  details  in 
the  margin  of  Layout  B show  the  possible  track 

arra.ngement . 

Section  AB,  between  factory  buildings,  indicates  20 
ftc  loading  platforms,  house  track  and  ifAin  lead,  a 25  ft«  road- 
way for  fire  protection  purposes  and  a second  house  track  and 
platform,  requiring  104  ft.  between  buildings.  In  this  lay- 
out, a 45  car  yard  is  provided  between  Lippincotw  Boul,  and 
Lapeer  Kcad,  one  of  similar  capacity  between  Court  St.  and 
Kearsley  poad  and  one  of  31 'cars  capacity  north  of  Davison 

Road. 

Section  CD  shows  a 25  ft.  house  platform  with  house 
track  and  main  lead,  second,  track,  running  track,  a 25  ftc  road- 
way between  building.'' and  the  private  right-of-way,  requiring 
lie  feet.  The  private  right-of-way  reserved  is  shown  100  ft. 
v/ide  using  the  balance  o>f  the  property. 

Neutral  yards  accormuodating’  35  and  40  cars  respective- 
ly are  shown  located  between  Lippincott  Boul-  and  Lapoer  Road, 
also  a 30  car  yard  north  of  Davison  Road»  It  wiii.  be  noted 
that  the  trackage  is  so  worked  as  to  reduce  to  the  rainimum 
the  number  of  tracks  at  all  road  crossings.  Interchange  is 
provided  at  Kearslcy  St.,  and  Grand  Trunk  cut-off  with  suitable 
long  holding  ti*acks  at  these  points. 

The  the  'jrv  v.eon  which  these  plans  are  developed 


• c 


rill  be  apparent.  In  Layout  A it  is  assumed  that  all  railroads 
coneclidatc  their  switching  and  yard  service  on  one  railroad 
strip  presumably  under  suitable  conditins  agreed  to  by  the  city 
for  neutral  service.  Free  running  tracks  s.re  in  all  cases 
available.  In  Layout  E it  is  assmued  that  the  private  roads 
will  desire  to  retain  their  own  private  rights-of-way  for  main 
line  operation  only  and  that  a neutral  agency  such  as  the 
public  Belt  line  will  perform  all  the  industrial  switching  and 
ciassification.  The  yards  shown  in  these  layouts  are  of  course 
intended  for  purely  local  usci  and  it  is  assumed  tnat  the 
switching  service  in  the  Eastside  Industrial  District  would 
be  supplemented  by  the  existii-»g  or  proposed  railroad  yards 
at  McGrew,  Belsay,  crago  and  Western  Ave,  ( Sjuth  Flint). 

It  is  deemed  essential  to  a successful  outcome  of 
such  a plan  that  all  factory  development  in  this  District  should 
be  specifically  under  city  control,  also  the  railroad  service 
thereto  and  that  entrance  for  any  new  road,  steam  or  electric, 
should  be  permitted  only  under  non-competitive  conditions  as 
regards  neutrality  of  service  and  full  co-operation  'n  the 
public  Belt  Line  plan,  provision  for  such  other  roads  could  be 
g^inrd  in  both  plans  by  the  reservation  of  a sufficient  riglit- 
of-way  strip  to  the  south,  if  the  Eaeteide  Industrial  District 
should  be  organized  r.c  ted,  it  could  secure  service  at 

the  present  time  from  the  two  Grand  Trujok  lines  and  from  the 
Great  Lakea-Michigan  Central  line  connecting  at  the  southerly 
point.  Thus  ample  3ervic.s  would  be  available  at  the  start  and 
additional  service  at  such  time  as  the  pere  Marquttc  or  other 


■-  X C o ' 


roac 


The  plan  of  the  Flint  Felt  Line  as  fi:cmliy  ' 
nd  detailed  in  the  appended  preliaiinary  re- 
7 16,  1919,  rnahes  tbs  follGT/ing  reserrations; 

A 100  foot  private  right-of-my  inaiediately 
wesw  of  the  l/Bth  north-south  section  line 
of  Sections  4,  9,  16  and  £4,  suitable  for  the 
Pere  ifeirquette  itiain  line  cut-off,  and  sudh 
other  additioTial  switching  leads  and  local 
sidetraohs  as  necessary  for  the  proper  ser- 
vice of  the  adjacent  industries « 

Possibly  an  additional  strip  tlirou^  the 
,Ea£t  Side  Industrial  District  for  acconaic- 
dating  industrial  ewitoiring  leads,  clear  of 

I 

min  line  operation  (in  case  local  holding 
yards  vdll  require  no  re  epace  than  provided 
in  the'above  IOC  foot  strip,)  so  that  the 
adjacent  factory  developraent  would  not  liiciit 
or  prevent  installation  of  proper  and  effi- 
cient service  trachs  for  the  industrial 
district. 

All  industry  trachs,  connecting  with  these 
: switching- leads  and  the  Belt  Line,  as  later 
deteriained  to  be^tlie  most  suited  to  the  fac- 
tory locations,  are  to  be  built  and  controlled 
by  the  industries  thenselves  and  operated 
by  the  railroad  under  the  Belt  Lino  plpn* 


n'-' 


n' 


It ' 


i f ' i' 


4e  A dupli?2citior>.  of  tZaio  r-rrangenent  of  the 

heTc  iZh rci>''ot cut-off  to  to  00  eoiisidc^ed 
for  fu-^ure  developrijent  and  prcpei*  re£erv?,tior*.i:' 
Lie.de  tJiercror. 

5„  A r^sht^of-user  along  ?/estci‘r  Read  io  to  he 
avrarded  tc  tha  S’lint  Great  Lakes  Railroad 
(and  the  Detroit-  Urlted  Railmy) » v?ith 
sultahlr  connections  at  Crago  anc.  the  iiorcli 
end,  CO  tliat  the  District  say  he  asoured 
proper  local  transit  ssirrice* 

To  -Ihe  end  that  the  frtiGht  sci'Tioe  0 rig  in- 
ally  contemplated  hy  the  Great  I.'^hes  Railroad  t^ay  oa 
carried  out,  this  road  hsr-  already  purchased  lands  at 
Crago  e'^tendixig  sourZieasterly  through  section  -J},  *Oi 
yard  purposes,  leavir^^  a yard  oiCEi  approxi:*istely  2SCC 
feet  long  and  capable  of  dcvclopinent  to  16  tracks  (or 


5o:io 


^ w w * *.*ri 


' i.  Cat 


ndh'.g  capacity)-,  the  present  Do'v.R, 


:c:;ger  line  beiiig  diverted  to  the  south 


^■1- 


irposc.  At 


:t^c^  CTO 


:cinc  of  '<hc  Icra  liarquette 


Ui-O 


the  el  oc 


:ht  a..d  psof.enge 


11 


■!  "■*•.0 


ore 


.•OCwC  Vi 


:rrl 


thie  cut-off  about  560  feet  apart j oO  that 


>nt 


00  cuff 


.•■■T  r>  i 


UNIVEKSlfY  OF 
ILLINOIS  Lt'^i'.ARY 


umvtBsin  Of 
,tu»o>s 


Section  4 - Publlo  Service  Belt  Lin^«  ' 


The  principle  of  the  neutral  ? atlic  Belt  Line  needs 


no  explanation  or  defense.  Belt  railroad  operation  xias  heen  in 
effect  for  ^aany  years  in  Chicag  , New  Orleans,  St,  Louis, 
Indianapolis,  Buffalo,  San  Francisco,  Kansas  City,  Memphis,  etc,, 
with  varying  degrees  of  puhlic  control,  and  recently  in  Balti- 
more and  Philadelphia,  in  Chicago  the  inner  "belt  line  originally 
designed  as  a cut-off  is  now  located  so  far  ,ingA^  of  the  city 
as  to  he  largely  an  industrial  railroad  requiring  two  outside 
belts  concentric  therewith,  all  operating  by  private  roads  or 
by  groups  of  roads  on  a prorata  basis.  The  Chicago  Belt  Line 


stands  out  primarily  as  the  medium  for  interchange  clearing  due 
to  tlie  enormous  volume  of  business  destined  Chica^sO. 

This  is  a distinctive  feature  not  approached  by  any  other  city 
due  to  Chicago  being  a heavy  transfer  point.  Thus  all  partici- 
pating roads  deliver  to  the  Belt  Line,  which  interchanges  and 
classifies  the  cars  in  an  enormous  ♦’hump"  clearing  yard  of 
10,000  cars  daily  capacity,  thus  relieving  local  terminals  and 
yards  of  the  vast  majority  of  through  business.  This  enterprise 
has  cost  approximately  ^10,000,000  to  date. 

in  Indianapolis  the  Belt  Railroad  nearly  encircles 
the  city  at  a distance  of  2 to  3 miles  from  the  center  and  ie 
operated  partly  with  Belt  equipment  and  partly  by  the  equipment 
of  private  roads  participating  -therein.  In  Philadelphia  the 
city  established  "the  nucleus  of  a Belt  Line  and  leased  to  the 
private  roads,  but  this  hr.s  recently  been  worked  out  more  fully 
with  a greater  measure  of  public  control*  in  san  Francisco 
the  entire  waterfront  is  served  by  a belt  line  owned  by  the 
state;  in  St.  Louis  by  the  roads  participating  in  the  St. Louis 


r 


• v ' > 


'.^T■■^^  Vfc  ••/■'*  ■'•  ■ 


Pige  •' 


!•  Terminal  Association^  this  joint  operation  coyering  both 
[•  passenger  and  freight® 

^ In  New  Orleans  the  public  control  idea  has  perhaps 

been  carried  to  its  fullest  extent.  The  public  Belt  Railroad 
traverses  the  entire  waterfront,  serves  steanship  piere,  public 
elevators  and  warehouses,  and  intercnanges  with  all  the  rail- 
roads at  the  very  low  figure  of  $2.00  per  car,  including  return 
of  enpties,  (Since  the  war,  the  rate  on  certain  interchange 
movements  has  been  increased  to  $5,00  per  car.)  previo^is  to 
its  establishment,  the  railroad  c ocipeti ti on  resulted  in  the 
charging  of  $15.00  per  car  for  interchanging  movement.  Tn 
Baltimore,  which  until  recent  years  was  developed  entirely  on 

f 

the  private  service  plan,  with  individual  and  coaipetitiv* 
facilities,  local  switching  rates  ran  as  high  as  $25  and  $50 
per  car  on  certain  movements  between  ccsapetitlvc  roads  and  de- 
livery and  receipt  from  shippers  has  to  be  made  at  specified 

? V ' 

points,  often  requiring  excessive  truck  hauls.  * 

One  freq’^ent  error  made  in  the  location  of  these 

' ‘ f 

belt  railroads waa  to  locate  them  too  close  to  the  city,  with 
J the  result  tha^.as  the  city  grew  to  and  beyond  the  railroads, 
the  belt  ceased  to  function  as  a by-pass  and  became  merely 
a local  industry  switching  road  as  in  Chicago, 
s-  inthe  city  of  Flint  It  is  proposed  that  the  railroad 

I 

strip  through  the  Eastside  Industrial  District  shall  form  the 
nucleus  of  a belt  railroad  connecting  the  north,  east  and  south 
side  industries  of  Flint.  If  the  improvements  suggested  in 
i this  report  are  carried  out  from  Crago  to  North  Flint,  it  is 
i obvious  that  the  most  ii.iportant  section  of  the  Bilt  will  be 

established  and  if  the  southside  interchange  connection  proposed 

i 

L-  in  the  succeeding  section  between  the  Chevrolet  Draorict  and  .the 

• .a-'  LdL'^i- • i.Ij 


Grand  Trunk  cut-off  is  c on{3tnacted » the  complete  “belt  will  "be 
a reality  formed  hy  the  Eastside  tracks,,  the  Grand  Trunk  cut- 
off and  the  south side  connection  respectively.  Interchange 
on  thrQu.4;h  transfer  business  in  Elint  will  probably  not  develop 
to  any  great  extents  so  that  the  proposed  belt  will  function 
largely  as  an  industrial  line,  with  the  north  and  east  sides 
as  the  most  important  links.  As  before  noted,  the  Grand  Trunlf 
cut-off  being  located  so  clcse  in»  will  probably  become  more 
and  more  an  industrial  line  in  the  future,  and  it  may  quite 
possibly  eventuate  that,  ultimately,  an  outer  belt  will  become 
desirable  south  of  the  city,  perhaps  three  miles  or  more  distant. 
In  such  event  the  Grand  Trunk  will  be  able  to  use  the  public  belt 
line  for  a considerable  distance  south  to  this  east  and  west 
c o.nnec  tion. 


It  is  believed  important  that  the  city  should  not  con- 
•template  the  closing  of  tlie  belt  through  the  northwest  section, 
but  rather  to  reserve  this  section  for  residential  development 
and  confine  railroad  development  entirely  to  the  east  and  south 
sides e Ksference  to  E:jchibit  1 shows  that  such  an  outer  belt 
on  the  south  side  would  offer  a convenient  r3uts  for  the  Michi- 
gan Central  from  c-vfoTi  to  owosso Junction,  paiticularly  if 
connected  with  the  projected  Michigan  Electric  line  from  owosao 
to  Elint,  the  two  electric  interurbans  also  providing  the  con- 
necting link  around  El^^nt 

If  the  private  railroads  can  be  convinced  of  the 
advantage  of  this  public  Belt  project  for  avoiding  the  cost 
of  constructing  independent  lines  of  their  own,  it  is  obvious 
that  by  pooling  the  Public  Belt  Eastcide  line,  a portion  of 
;the  Grand  ^runk  out-off  and  ^ portion  of  the  pere  Marquette 


line  within  the  city,  the  full  advantages  of  the  puolic  Bext 
could  be  realized  at  minimum  cost.  Under  this  plan,  the  pere 
Marquette  woiSd  only  have  to  construct  a connection  from  its 
McGrew  yard  to  the  belt  line  opposite  Water  Worlcs  park  and  a 
connection  from  Crago  to  its  own  line  south,  thus  avoiding 
perhaps  two-thirds  of  the  expense  of  its  individ-oal  out»off 
line.  Similarly^,  the  Grand  Trunk  could  eventually  secure  an 
outer  cut-off  line  at  perhaps  half  the  cost  of  an  independent 
line»  The  Mi chigan  Elec  trie  could  also  secure  entrance  at  a 
fraction  of  the  cost  of  its  proposed  entrance,  if  it  were  de- 
cided to  be  most  desirable  to  operate  around  the  city, rather 

than  through  it,  for  freight  service.  . 

Further,  the  public  Belt  railroad  would  offer  an 
opportunity  for  united  freight  terminal,  service.  Although  no 
•great  necessity  appears  for  coYisclidated  freight  houses  in 
Flint  at  the  present  time,  this  may  occur  in  the  future,  par- 
ticularly if  other  roads  desire  entra-nce,  so  that  this  feature 

■ > 

might  become  vital  in  encouraging  such  an  entrance.  For  the 
immediate  fu^ture,  it  is  deemed  sufficient  that  the  nucleus 
of  the  Public 'Belt  through  the  Eastside  Industrial  District 
should  be  operated  under  proper  restrictions  and  guarantees 
by  the  private  roads,  as  the  industrial  development  of  the 
city  has  not  yet  reached  a point  where  these  roads, if  so  de- 
veloped, cannot  give  adequate, service. 

It  apoears  that  both  the  Great  hakes  and  pere  Ti^ar- 

ouette  roads  insist  on  owning  their  rights-of-way  in  fee  simpl 

This  being  the  case,  it  will  be  impossible  for  the  city  e-;  v 

-reclaim  the  rig  ;.tn-of-w8y  so  disposed  of  without  recourse  to 

condemnation.  Consequently  it  is  believed  desirable  that  in 
► 

'it. 


yipT,'. 


r woricing  out  the  final  plan'  of  the  Bastside  Industrial  District,, 
the  factory  locations  should  he  restricted  so  that  by  reason- 
able rearrangement  of  the"  switching  leads  a two- track  public 
Belt  main  line  can  he  established  through  the  tract  to  the  west 
of  • the  rights-of-way  now  disposed  of^  malring  it  possible  to 
reduce  tiie  local  private  switching  movements  across  this  Public 
Belt  linCp  providing  adequate  connections  at  the  north  and  south 
ends  for  the  use  of  the  private  roads  connecting  with  the  in- 
dustries, in  other  words,  the  rights-of-way  for  the  proposed 
Great  Lakes  and  pere  Marquette  lines  should  not  be  deeded  to 
these  roads  with  the  understanding  that  they  alone  are  to  hav« 
access  to  the  adjacent  industrial  districts  without  competition. 
For  by  such  action  the  City  would  place  itself  entirely  xn  the 
hands  of  these  railroads  and  render  impossible  the  ultimate 
fulfillment  of  the  public  Belt  ideSo  But  if  these  rights-cf- 
way  could  be  deeded  subject  to  recapture  by  the  City  on  payment 
of  “"he  fair  value  of  the  construction  thereof,  tjiere  would  be 
no  necessity  of  reserving  extra  space  for  Public  Belt  tracks® 

The  ultimate  layout  thus  depends  entirely  upon  the  conditions 
which  the  railroad  will  secept  supplemental  to  the  deeding 
of  the  right- of -wa.y  as  contemplated. 

Section  5 - Hew  Railroad  outlet  for  Chevrolet  District, 

The  location  of  the  Chevrolet  industries  along  the 
lower  ?lint  river  bottoms  and  South  Kearsley  St.j  with  hills 
on  both  sides,  makes  it  practically  impossible  to  serve  these 
incest  dea  except  fiom  spur  tracks  from  the  lowest  point  in 
Grand  ""r  ,rtk  main  line.  . In  other  v.-ords,  it  is  a ctub^end  pro- 
» perty  capable  of  expansion  only  tn  one  djrectior.  ^ west  and  fur- 


TV 

i 


ir  i.long  the  bott-ms  whj  le  even  this  restricted  track  lay- 


, out  he.s  been  able^„up  to  the  present  tirae  to  give  ? fair  measu  e 
of  service 9 there  is  no  opportunity  for  locating  storage  yard 
along  th.e  railroad  v.’hich  can  be  used  to  any  advantage j as  in 

"C; 

the  case  of  the  General  Motors  properties  in  North  S'lint,  As 

Ir  ' ' 

a result,  nnich  switching  of  short  cuts  of  cars  must  be  done 
across  Saginav;  St.,  and  into  the  restricted  trackage  along  No  th 
Water  and  Burton  Sts.^  in  the  effort  to  clear  the  main  line* 

V' 

This  situation  cannot  well  be  remedied  except  by  a new  railrocid 
entrance  from  the  west  somewhat  as  proposed  for  the  Michigan 
Electric  ir.terurban  lines.  As  the  latter  is  still  uncertain, 
a study  was  made  as  shown  in  Exhibit  12  for  improving  this 
situation. 


it  is  ijhysically  possibl*e-  to  extend  the  northerly 
surface  tracks  of  the  Chevrolet  property  and  by  means  of  a 
curve  (shown  dotted)  divert  this  traffic  to  the  general  line  cf 
the  pere  Marquette  main  line  tangent,  intersecting  at  West 
Court  St.,  thence  continuing  east  through  the  Pe.re  Marquette 
yard  at  an  easy  grs-de,  0.5^,  and  finally  reaching  theGrand  Trunk 
cut-off  by  means  of  an  interchange  connection  located  south 
of  the  crossing  of  the  two  lines  at  Pent on  Road. 

This  interchange  is  shown  in  Exhibit  No, 13.  Un- 
f ortunatelyj,  this  interchange  has  to  be  made  in  the  south 
quadrant,  requiring  a reverse  movement,  on  account  of  the  diffi- 
culty of  connecting  in  the  north  quadrant  due  to  the  ascend;  ng 
pere  Marquette  grade  and  the  Grand  Trunk  elevation  now  existing 
St  this  point,  Hov;ever,  the  interchange  curve  as  located 
would  not  be  impracticable  or  unsightly  as  it  is  carried  around 
.the  brow  of  the  hill  and  close  to  the  existing  railroad  rights- 
of-way.  It  is  contemplated  that  this  Chevrolet  connection  would 
■'ot  be  uoe<i,  for  switchirjg  but  only  for  hauling  large  outs  of 


rare  made  up  in  tfie  Chevrolet  j-ard  for  delivery  to  Grand  Trunh 

t 

] interchange.  The  relative  interference  ty  the  grade  crossing 

]!  at  the  Grand  Trunk  main  line  and  at  south  Kearsa.ey  St,  v?buld 

therefore  hd  relatively  inconsiderable . And  as  a viaduct  in 

\ Second  St.  is  contemplated. as  later  discussed,  the  Kearsley 

'St,  traffic  in  this  district  would  be  very  greatly  reduced, 

I for  the  viaduct  would  offer  a more  attractive  high  level  route 

' betv/een  the  Chevrolet  factory  and  the  central  district.  The  prv 

file  on  Exhibit  12  indicates  the  ground  level  in  this  dietrict 
bit 

and  it  is  believed  advantageous  to  raise  Kearsley  St,  about 
two  feet  through  the  bottoms  between  Armstrong  St,  and  Threaa 
Creek,  practically  to  the  level  of  the  present  bridge,  inci- 
dentally avoiding  f loodf ng.  How  this  new  railroad  connection 
works  out  with  reference  to  the  proposed  development  of  Thread 

X-  Creek  bottorc.s  is  indicated  on  a succeeding  section  (Exhibits  14 
ibite 

and  15.) 

i:  It  will  nov  be  evident  how  this  proposed  Chevrolet 

{ interchange  i^ay  be  used  to  create  the  final  link  in  the  public 

IEelt  paiiroad  plan  connecting  the  northeast  and  southside  in- 
dustrial districts.  It  will  a,leo  be  useful  in  furnishing  an 
. outlet  for  the  industries  along  South  St,  in  the  bend  of  the 
river,  should  these  continue  to  develop  to  any  great  extent. 

But  more  important,  it  will  furnish  an  additional  outlet  to  the 
^ city  freight  yard  development  proposed  in  Thread  Creek  bottoms, 
M;  While  the  interchange  connection  is  admittedly  rather  indirect 
J and  would  involve  either  operating  rights  over  the  Fere  Mar- 
I quette  or  a rather  expensive  fill  alongside,  it  is  believed 
to  be  desirable,  owing  to  the  difficult  topography  of  South 
Flint  and  the  probable  fixed  location  of  the  industries  on  the 


' /:’  ,■  '"  ^.t-r.i  '•  ■^v.'* 

■^V.  ^ '.  ‘P 


'iE^' 

“r  --So-.  V ‘J 


.la 


•C^vroiot^'  iii^tlric'ti^^^  th^^^mi>hige.ii'il|ctrlc  ' Railway  or  other  J 


Tf:-. 


Ui'J 


Froad  shoul 


lould  ohtai:!  “an  en trance ^to  the 


west*  end  of  the  Chevro-^ 


.■,,-=-i'^-  ^'■-  Bj 


K'  A* 


li*  ‘'  j^*  (f  ill  ■ _- 

*'  p*  , .t<»>  . » ‘'’  ® , 

let  district,  which" would  encourage  the  further  extension 
of  these  r Indus  tries  slong^Cheyrolet^lbottojas , '’i  t is'.'beliered 

^'>.V  ■ m-  ■!‘  ,w<^ 

“ V j • ’'  ".c  ' « 3 O 

" this  "final  lirtk  of ' the  Belt  System,  would  he  evensmore^  desir- 

^ 4i,  ;•■■ .j,  .r  , A **»- 


[1 


l'»® 


.tv 


I 


fthle. 


€ 


I?  Sectio);  6 , 


3imei 


•*  i 


As  previously  indicated,  it  is  helieved  thats  the 


e» 


Bottoms  or  lowland  he t*.7een  Flint  River,  the  pere  Marquette 

■ •■^^'  , ■ "^X-W 

^ ' ■ .’y^  -a/ifi.  *■.  <A'  • VP  ■•■  ' ■ L •. 

'-  and  the  Vest  C ourt  8t.  hisj^lande^ohould  he  completely  re- 

l .,  , •*.  - ^ ■ 1 « - m - ^ ■ 


organized  for  Hindus  trial  purposes  even  though  a false  start 

r .yc  c' 


'i. 


a ii 


V.in  housing  haa  already  h^en^made  in,Hall^Bt*j  Two  layouts, 

»p  _.  (i.  -V .,' ' Lsr.  **  .l'S 


Exhibits  14A  and  14B,  indicate  how  ^eful  this  area  could  bo- 

■"  .j,  g, 

'come  for  city.ffreight , -Darticularly ' for  team  ^ trade  freight. 


*a 


I building  material  , fuel^  and  warehouses^,^^!^^^- v. 


•p<. 


jj^..  „;y  ,,- 

Layout  14A  indicates  a con^jlftte^^ rearrangement  with 

- - .....  _ a ^ ^ 


j re^' 

. a ,very  large  capacity  dependent  only  upon^the  proposed  chaxigef  ^ 


"■  rt^T;'  ' " " -ft'  Q 

in  the  river  channel^  and  with  a double? end  team  yard'  (in  at  cne 

:■*»,.  -<•  ■'  - ■,  ' ■''''',  > . d 

/•  -r  ‘ *™.'<WP  '“  I _ 

end,  out  atfthe  other),  usitig  I^earsley,  St, ^and, Second  St. tiow 


A<  ■‘■'  -*-  ■■ 

-■;  levels  for  this  purpose. - A h^igii  level  viaduct  from  Ann  Arbor 

M'  it  fi  oP  ^ if  rtl;,, 

m Pt.  +.0  ifnri-f^ATv  <;t  bill  It  -nartlv  or  ftntirelv  over  railroad  ._  t 


St,  to  HeCreary  St,  built  partly  or  entirely  over  railroad 

-.07-  -%  7^,  ® II'  m ■ .'?'■  “'■’ 

ildv 


property  - ie,,  using  railroad^air  rights  • wouldl preserve 

• % ■*'  lH’’  ..3  ^ ''■ 


Second -St,  both  high  and  low  level,,.  jS 

^ ^ -*  -<.r  _*»  , J.-i 

i'  w Layout  14B^show3  anj adaptatiorivto  the  exist! ag^wara-  i 


4 


is.' 


house  layout  with  team  track  capawity^f or'  130  cars also' a 


^^double  end  yard.  Botrf-plano  provide' for^j^  future^Clovati on  of^, 


( % 


fikl% 


'^*1l 


A'  '• 
1*1 


>*p 


the  pere  Marquette’" main  line  north  of  Second  St.  With  the  ex- 
tensive alteration  of  Thread  Creelc  channel  indicated  as  ”Alter- 
I nate",  a very  largs  addition  to  this  "bottom  land  area  would  be 
available  and  spur  tracks  would  be  available  to  other  industries ^ 

I such  as  loft  buildings  located  in  this  low  level. 

Second  3t l^iuduct;  Exhibit  15  indicates  the  resulting 
profile  of  the  proposed  Second  St.  referred  to  in  the  preceding 
plane.  It  will  be  seen  that  if  extended  to  Ann  Arbor  St.  a 
grade  of  3.0^  is  obtainable,  with  22  ft,  over  the  top  of  the 
pere  Marquette  rails  and  2.5:^  at  the  south  end  where  the  viaduct 
crosses  Thread  Greek.  This  viaduct  should  have  concrete  arches 
or  beam  and  column  construction. 


Section  7 « Grand  Trunk  Eastside  Yard: 

The  questions  involved  in  the  location  of  the  yard 
along  Burton  St.  have  been  previously  referred  to,  as  this  uAttui 
was  reported  upon  when  the  litigation  between  the  Grand  Trunk 
Railroad  and  the  City  of  Flint  was  in  progresso  It  will  suffice 
to  include  this  preliminary  statement  of  the  problem  in  this 
section^  as  no  further  facts  have  developed  to  warrant  changes  in 


the  recoTni::endations  originally  mades 


“Mr,  John  H.  Farley,  August  15,  19x7, 

City  Attorney. 

Flint.  Michigan. 

Dear  Sir: 

G rand  Truiik  E 3.stside  Yara . 


ip 


In  reference  to  the  mattered  the  Grand  Trunk  East 
Flint  yard,  referred  to  in  your  favor  of  the  30th 
ult,,  I beg  to  submit  to  you  my  recommendations , 
which  are  made  after  a review  of  the  documents  en- 
closed with  your  letter,,  including  the  proposal  of 
the  Grand  Trunk  General  Agent  at  Flint,  transmitted 
with  your  letter  and  also  after  conferences  with  Super 
intendent  Gillen  of  the  Grand  Tru.’ik  and  General  Agent 
Houghton  at  Flint.  As  a result  of  a final  conference 
held  in  my  office  todv  with  Mr,  Gillen,  we  have 


.fF' 


•m  > ^ 

P;  ?■?.*  u-i 


r rar* *l^ally  reached  an  understanding  which  I believs  is  a 
fSr  onfto  loth  the  Railroad  and  the  City,  and  fnd  ternis 
are  emhodisd  in  the  paragraphs  helow^  under  provisions  . 

«I  enclose  herewith  a diagram  map  indicating  the 
scheme  of  railroads  in  plint  as  existing  or  at  some  time 
rronoLd  ^d  will  refer  to  this  map  helow,  _ I also  enciCBt 
profile  of  Grand  Truilk  main  line  through  Jlint  showing 
relative  location  of  grades  referred  to. 

«Aft^r  considering  the  more  important  phases  of  the  que5» 
^ion  nL  at  issue,  I certainly  helioTe  that  it  is  most 
unfortunate  that  the .East  flint  Yard  along  Burton  stree. 
was  -^ver  located  in  its  present  position.  Jnques  t^ionaho-i  . 

• it  should  have  been  located  further  east  across  Gixkey  Cree.r., 
on''LcoSnt  of  its  proximity  to  the  settled  aietricts  north 
cs^  Pur  ton  St.  Howevere  it  is  there,  and  ou...  problem  is 
discover  methods  of  operation  whereby  the  contemplatea  nui- 
sance will  be  abated. 

•*ln  view  of  the  pending  development  of  tiie  Eastsiie  In- 
dus+'^ial  District,  through  which  the  Detroit  Unit.eu  and 
tilV^v^ottl  lines  are  to  run,  this  East  vlint  yara  cannot 
be  located  at  the  top  of  the  Grand.  Trunk  grade  easv  of 
Gilkev  Creek,  as  in  this  position  it  would  lie  ^'traight 
acrosk  western  Road.  Or  if  a 400  ft.  drilling  .pace  is  to 
be  provided  at  the  West  end  of  the  yard  on  level  grouna, 
the  yard  would  have  io  be  located  directly  across  the 
D.U.R-P.iio  main  lines,  which  we  are  now  locating  in  tiiis 
vicinityo  Either  location  would,  in  lay  Judgment,  be  im» 
practicable. 

»»If  the  yard  should  be  located  entirely  east  of  thr 
D U H line,  there  ought  to  be  a,  400  ft.  drill  space 

cieir’of  the  D.U.R.-P.M.  line,  to  avoid  interference  from 
switching  operations®  And  as  the  yard  is  to  be  ..te 

Ion/?,  this  would  throw  it  well  toward  Belsay,  as  will  be 
clear  from  the  diagram  enclosed.  However,  the  Grand  Trunk 
is  now  Gontmplating  building  at  Beleay  3 or  4 and  ° 

long  tracks  for  accommodat ing  full  length  trams,  so 
the  removal  of  the  flint  Eastside  yard  at  this  time 
last  named  locations  would  hardly  be  warranted  in  addition 
to  the  Belday  tracks,  which  are  more  needed. 

"If  the  development  of  the  Eastside  industrial  territory 
could  be  clearly  foreseen,  5t  might  be  best  to  start  auch 
a yard  with  a few  tracks;  but  in  the  present  situation  it 
would  seem  to  me  wiser  to  await  development  before  under- 
taking the  expense  of  relocating  the  East  flint  ;.^rd  a* 
this  point. 

"Between  Belday  and  the  downtown  freight  center  there 
appears  to  be  no  location  where  a yard  can  be  reasonaoiy 
located  and  expanded,  that  will  avoid  the  objections  tp 
which  the  Bast  flint  yard  is  no^';  subject. 

"I  have  ascertain^  to  Kiy  own  satisfaction  tnrough  the 
Q, ^ T 1 1 T\\f  0 ""  «na.t  no  ...Lassii ication  lor  station 


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deli'-cry  of  inlaound  city  freight  or  inakins  up 
delivery  on  outbound  oityffeight  will  take  plane  in  this 
vard  on  the  other  hand,  it  is  to  he  used  for  holding 
cuts'of  oars  from  house  platfoms  or  team  traoks  so  tha 
yard  engines  could  avoid  the  haul  to  Belsay  where  alx  the 
classification  -jyould  "be  done. 

HTemporarily  this  yard  will 

and  from  the  Chevrolet  loading  docks.  ' 

Sasinaw  St.  is  to  he  abandoned  as  soon  a- 
vards  are  built  or  equivalent  facilities  are  deve^-ope-i  ^ 
reLhing  the  Grand  Trunk  freight  cut-o^f  line  directly  froi 
the  Chevrolet  district. 

"There  is  no  question  in  my  mind  that  ^.is  yard^is 
nt  the  present  time  to  handle  the  Flint  business  proper 
and  I understand  that  it  has  been  necessary  for  the  Railway 
coLany InSargo  l.c.l.  freight  and  that  it  may  navs  to 
embargo  c.ln  freight,  due  to  lack  of  reservoir  capawit>. 
'taking  ail  of  these  contingencies  into  consideration, 
feel  that  it  will  be  best  for  the  city  to  grant  a.  « 

time  a temporary  permit  to  the  Grand  Trunk^-or  ® 
tion  of  the  yard  and  its  operation  for  a given  teim 
vears,  suboect  to  certain  provisions  and  safeguards  as 
indicated  below  in  very  general  terms,  in  mking  this 

reconmiendation,.  I recognize _ the  fact  that  the  yard  is 
nuisance,  but  T also  recognize  vhat 

and  that  a better  location  suited  to  the  needs  o the 
immediate  future  is  not  apparent.  In  my  judgment,  ^ 

only  necessary  for  the  city  to  safeguard  itseli  in  op 

tion  of  the  yard. 


"provisions  for  Temporary  Grant; 


M 1. 


, That  Decker  and  either  Willow-plum  or  Wamu.  St. 
be  maLtained  for  traffic  and  the  street  restored  with 
suitable  surfc.c-  and  guarded  at  all  times  by  wawonmen, 
gates  or  crossi:ig  bells.  It  would  seem  that  of  th- 
two-  willow-plum  would  be  preferable  to  Walxiut,  be- 
cause of  the  fact  triat  with  Decker  Bt,  open  it 
the  tributary  territory  to  better  advanto,ge  ana  cu  s 
across  a lesser  number  of  tracks  there  would 

rrobablv  be  no  standing  cars.  If  there  is  a question 
as  to  whetlier  Willow  St.  can  be  opened,  it  v/ourd  be 
wiser  to  keep  Willow-plum  open  rather  tnan  waliiut  bx . 

"The  necessity  of  further  street  crossings  than 
Decker  and  Willow  is  not  apparent,  owing  to  the  very 
short  distance  betv/een  them,  about  *700  ft.  Further 
crossings  would  only  complicate  matters  and  destroy 
the  efficiency  of  the  yard. 

"2.  That  a grade  seps.ration  be  carried  out  at  the  Bdst 
end  of  xhe  3’ard  to  provide  for  the  extension  of  Ke^rt,. 
ley  St,  under  the  railroad  to  coniiect  with  Ncrtli  P^ 
either  in  the  line  of  Maple  St.  or  possibly 
further  east,  in  order  to  take  advantage  of  the  con- 
tours and  reduce  the  cost  of  construction. 


M?, , That  the  Kail'f?s-y  have  the  right  to  complete  and 

'operate  this  yard  for  a period  cf  yearSp  at  the  ^ 

end  of  v?hich  period  all  trades  located  north  of  the 
ft.  right-of-way  will  he  removed,  if  the  city  so  directs, 
and  the  operation  of  the  remaining  trades  discontinued 
for  yard  purposes. 


•*4. 


That  the  ‘g'lint  Eastside  Yard  shall  not  he  used  for 
classification  cr  general  switching  purposes , this  wo.rh 
to  06  done  entirely  at  the  huixt  or  to  he  huirt  at 

the  east  and  west  ends  of  the  freight  cut-off  line. 

That  the  Railway  Company  will  schedule  its  daily 
interchange  with  the  pere  Marquette  so  as  to  fall  out- 
side of  the  hours  in  the  business  day^  especially  ^ihe^ 
rush  hours g in  order  to  reduce  to  a minimum  the  trafi.ic 
interference  across  Saginaw  St, 


"6.  That  the  Railway  Company  will  take  under  immediate 

consideration  and  agree  to  co-operate  to  the  extent  of  ^ 
its  best  Judgment  and  necessities,  with  the  city  and  witn 
other  roads*  in  the  organising  of  Belt  Line  switching 
facilities  as  Docn  as  reqiiircd  for  the  purpose  of  fur- 
tlier  developing  the  industrial  districts  of  Flint  and 
removing  existing  service  limitations  within  the  ci^ntrai 
part  of  the  city,  and  that  in  all  future  extensions  cr_ 
rearrangements  of  its  facilities  trie  Railway  Ccitpary 
preserve  the  best  ways  and  means  of  securing  this  im- 
proved Belt  Line  service, 

"As  to  the  tei’Bi  of  years,  it  is  protable  that  five  years 
is  too  short  and  ten  years  might  be  too  long.  T v/ould  thlrlr. 
that  possibly  five  years  wiih  an  option  of  two  and  one-hal^" 
years  extension  might  suffice,  although  ten  years  v/ould  not 
be  unreasonable, 

"penalty  or  fcifeiture  clauses  for  non-compliance  l assume 
ycui  will  insert. 

"Tnistixig  that  this  will  fulfill  your  needE',  T am. 


Section  S - Uni  an  Staticn  plans  and  Orrtde  Separation; 

iron  the  prr-ricuB  e ement  of  rsilro^d  traffic  thrcu^i* 
tile  center  of  the  city  and  the  diecuBsion  of  facilities  for 
by.passing  freight  arou.od  the  city,  together  y-ith  the  iaot» 
estallishea  with  reei^ect  to  the  very  rapid  groYvth,  the  ccriclu- 
sjon  cannot  he  avoided  that  sooner  oi'  later  the  ;^uecticn  of 
graue  eeparalion  Till  hecoEe  s vital  one  in  Flint*  At  the 
present  time,  the  pere  7,:ar4uette  is  the  most  unf ortunately 
situated,  tut  has  no  other  alternative  e’xcept  the  construction 
of  the  prep  cl  eastsl  dc  cut-off . Condi  ti  one  dormtovn  would 
then  he  ameliorated  for  some  years.  Should  the  Grand  Trunk  con- 
struct the  westside  interchange  curve  proposed  stove,  this  would 
also  assist  in  deferring  the  time  of  necessary  grade- separa- 
tion. To  anticipate  this  construction,  a nuinter  cf  plans 

are  included  shoeing  various  possibilities,  and  are  to  he  re- 
garded as  engineering  studies  to  that  end  rather  tlian  recom- 
mendations for  imu.ediete  grade  separation  in  de'tail* 

When  such  track  eleve.tion  materialir.es , the  expendi- 
tures iin'clved  aluould  undoubtedly  warra.nt  the  coneidera tioa 
cf  new  passenger  station  facilities  for  Flint  - in  fact^  the 
increase  ir  passenger  business  may  verj'  likely  force  consider- 
ation of  such  a plan,  as  v/'ell  as  the  freight  situation. 

Tt  is  assumed-  that  an;’-  rev?  railroad  investment  in  passenger 
stations  should  tend  towai'd  s single  station  rather  than 
duplicate  ones. 

These  studies  are  embraced  in  Exhibits  16  "to 
Referrir,g  to  Exhibit  1. 3,  the  relation  of  the  topography  tc  the 
Grand  Tiunk  yain  line  vrith  respect  to  a miuiii.ur.  proposed  ele 


is  i-.le^.rly  indicated  by  exaggerated  vertical  ecale. 


V . 


-S'' 


While  the  extensiori  of  the  elevation  crossing  the 
yonfi  TTeareley  St,  vjculd  Been  logical,  yet  in  view  of  the  ex- 
Istencc  of  the  long  grade  to  the-v/est,  0.89^,  it  is  hardly 
protahle  that  an  elevation  two  or  three  times  longer  .than  that 
indicatea  would  be  warranted  for  many  years  to  come  or  at  T ^ 
least  until  the  road  desires  to  reduce  all  grades  to  this  rul-' 
ing  grade*  (IJhe  present  :Ma3£.i5».^  grade  is  1«33;^)* 

This  elevation  is  shown  extending  about  Icsvei  from 
East  St.  to  about  Beaoh  St.,  tiience  descending  to  grad*?  at 
Smith  St.  (or  acrcae  the  ?lint  River,  If  considered  more  desir- 
able,) a total  distance  of  3700  ft.,  le^'O  ft,  on  the  high  level. 

i 

The  max iifiuic  grade  would  be  as  at  present,  .1,33^  near  the 
Chevrolet  v/orke, 

A standard  underclearance  of  14  ft.  is  indicated, 
which  suffices  for  street  cars  and  other  vehicles;  ninirmjun 


clearance  under  approaches,  12  ft,  where  vehicles  only  will 

m. 


pass. 

^ Exhibit  17  simils^rly  shows  a condeiised  profile  of 

the  Rere' yarquette  rca.in  line  with  a mi ni mum  track  elevation 
threu'h  the  center  of  the  city  extending  from  the  grade  at 
Eourth  Ave.  on  the  north  to  grade  at  Second  St.  on  the  South, 
a total  distance  of  4, 710  feet,  2800  ft.  on  the  high  level. 

A 

Union  Station,  Fere  ITarquette  Site:  Flan  (B) 

ibit 

i5«19  indicates  the  possible  development  practically  along  the 

llr 
} . 

Fere  yarquette  3ine,  but  with  the  Qrand  Truiik  line  diverted 
around  the  bend  in  the  Flint  River  (unless  the  river  were 
straightened,)  This  would  be  a through  station  capable  of  ac- 
c oimiodatiiig  four  or  more  trache,  with  head  house  facing  on 
peach  St,  The  existing  Grand  Ti-unk  main  line  would  then  be- 


DriJii  1 

-Sml 


*f  ■'IT  ’■'P!''!'  I fi  'r'l'i  1 T '''f’i'rfiirTPpr''i 


cortio  aii  indue t;riaX?i! spur  for  tlio  eissiX^vl;* 

tlkQ  Grand  Trunk' iSRia  lin«>  n?'3ytSi  of  S&ginaw  St«,Esdiroit  20 
JCl'lt- 

3|  » atanUarl  proriis  of  tJi9  Grai-dTnu^/t^  for  thi^  uox-an 

7 J'  etatlon  plan, 

I Jb' 

i,  ' Union  Station  Plan  Plan  (C)* 

Ibit 

In  t^is  pXsin^  Cue  Is  di-vartsd  froja  its  liialn 

-S  Itna  at  about  Aron  Street  on  th^  nortll^  crosain?^  tli^3  rir^r  di- 

V 

f a^^onall-’-f  and  tha  alarat#d  Graai  Trank  at  about  StsT^no 

i St,,  taan*an?  returning  to  approximteX^  its  old  min  1/1,'se  at 
Be«ivm  St,  This  pXaii  P^iaits  of  four  or  nicre  station  traokS:. 

dffsirfedj)  and  'sltH  the  sout.!  station  thyiOav 
® dravfft  daWi  to  ti90  traeka  orosjsingt  St,  Cns  «’«?:**' 

^ «irabi«  f«atuxe-of  this  pi^a  Is  ts.ut  it  ptorid^^  for  an 
t*in«ioo  or  Industrial  At<5,  south  along  the  old  Pere 
laain  liu!*  to’ifayd  tba  center  af  tho  city  afvi  oonnectiug  with  ns, 
street  cxtenling  Cllftbr-i  St,  a«r?«s  ritftr  to  Pay^nd  St, 
Clifford  St,  tfould  then  P&0O  under  tiio  ^le-^utcd  uort^i 

of  tK«^  statlnji  pi‘5per»  ksiown  ar-  the;  ’•hendhous©*’  This  would 
b©  loc&itod  at  the  weet  end  of  Harrison  St®,  'jshich  w-wUld  pri^.b*' 
ably  be  roflor?ec  for  tfehloleu®  fhis?  atvset  ^rranc^eWnt  1*  re^ 
garded  &»  an  extre^isly  desirable  one  In.  prcTiding  \>y»pi*s» 
streets  to  Saginaw  Bt , and  p2s?viding  oar  line  aer/ice  on 
K ' side  of  vie  station  convenient  for  throu^  routess,  thua  aroid- 
J ing  needless  diversion  of  car-lines  and  waste  of  car 

ta  reach  the  station,  «.iic5h  is  done  in  .:4iny  -eitisa  ’rhere  the 
station  is  not  e<i  3oa?eniou^*iy  located* 

This  station  location  is  unique  in  its  auc«»oibilit> 
ta  the  biiSi.r.oss  <Lia%pic%  and  yet»  being  "tuclcea  aw.v/’  along  t-i  ,• 


page  6* 


rlfer  'oaal:>  it  offers  no  o^stwotioa  whatever  to  proper  husi- 
ncas  de^re-lopmento  a’he  Flint  River  frontage  should  of  course 
■be  improved  for  a proper  station  approach,  with  parkit^g  and 
circul9ti>ig  ee-*r?iC3  driTeways,  tfhiie  on  lae  Union  St,  side 
would  prohahly  he  developed  the  main  huiidiiig  or  headhousa  with 
suitable  paved  plaza  and  approaches.  It  is  fortunate  that  the 
railroad  already  owns  a considerable  amoimt  of  .the  ground  nec- 
essary to  develop  such  .a  plaza,  which  ground  area  is  now  oc- 
cupied hy  the  existing  freight  house  and  team  tracks,  Furtrier- 
saore,  tne  City  has  acquired  subs -canti ally  one«half  of  the  bxock 
between  Harrison  and  Clifford  tits,  facing  on  Union  St.  The 
City  also  owne  most  of  the  Flint  River  frontage  next  to  Water 
St.  It  would  thus  seem  possible  to  develop  in  tnis  location 
a Union  Station  with  an  architectural  setting  quite  adequate 

to  the  enterprise. 

The  valuable  frontage  on  Saginaw  St  .should  perhaps 
be  retained  to  Brush  bt.,  thus  leaving  the  Smith  building  or 
siffiilar  structures  intact,  with  possioly  an  arcade  station  en- 
trance from  Saginaw  St.  beneath  the  elevated  structure.  And  it 
laay  be  stated  here  that  the  rather  restricted  entrance 

to  the  statioa  plaza  from  Saginaw  St,  would  bs  desirable  in 
order  to  encourage  the  use  of  Harrison  and  Clifford  Sts.  for 
vehicle  approach*  thus  relieving  Saginaw  St&  of  the  traffic 
concentration  which  would  certainly  take  place  if  the  eiitire 
frontage  were  left  open* 

While  immediate  economy  would  perhaps  dictate  the 
Tstenti'^n  of  the  freight  heuaec  in  their  present  position  arid 
the  location  of  both  headhoua©  and  plaza  along  the  river,  such 
a half-hearted  solution  of  a big  problem  would  seem  hardly 


68 


des-lra'ble  and  it  is  thersfore  roaeona^ile  to  expect  that  &ll  the 
freight  iiousee  he  set  hack  to  Clifford  Sto^j>  thus  adding  t^ie  axea. 
of  Union  St  .to  the  BTailahle  land  for  a sightly  plaziisr  ftnd  sta- 
tion building  site*  A suitable  locati-^n  for  tho  te?av  trac)cs  dis-- 
placed  could  probably  be  found  either  in  tlie  rear  of  the  new 
freij^t  house  location  or  on  property  now  occupied  by  the  Michi-. 


gan  Ligiit  Co#  for^  by  the  time  the  Union  Station  is  constructed 
it  eeeas  quit©  probable  tha+  some  of  this  rirer  front  land  nov 
oocopied  by  coal  piles  can  be  reclaimed  for  more  efficient  use. 
'ihe  major  part  of  the  team  track  capacity,  how cTer,  should  pro- 
perly be  located  in  Thread  Creek  Bottoms,  as  elsewhere  noted. 


[Bx  . 
hlbit 
ZZ 


Exhibit  22  indicates  a standard  profile  of  the  Per© 
Marquette  alignment  under  this  plan*  The  laaximum  grade  is 
1,0  percents  which  possibly  can  be  reduced  by  close  designing. 


Ex-  SJimiiarlyo  Exhibit  23  indicates  a standard  profile 

{23  of  the  Grand  Trunk  alignment  under  this  plan*  Or*  this  profile 

|wj.ll  be  noted  the  two  possible  approaches  from  the  station  ele 
▼ation  above  noted,  viss  Smith  St*,  grade,  and  over 

Thread  Greek,  lo0%  grade.  The  latter  would  of  course  require 
reconstruction  of  the  river  and  creek  bridges  and  if  this 
were  done  it  is  not  unreaso  ‘able  that  consideration  should  be 


given  to  straightening  the  channels  of  these  streams. 

Ex-  Union  otatloa  - St.John. _S.t>_S_it6S  Plan  (B)  indicates 

i)-24  a possible  new  development  along  bt,  John  bt.,  which  has  some 
: features  of  merit.  In  tais  plan  the  Per©  Marquette  retains 

■ p>ractically  its  present  alignment,  while  the  Grand  Trank  main 
fl  line  extends  stright  across  the  Flint  River  from  the  high 
I ground  at  Richfield  Road  Joining  the  Per©  i-arquette  by  an  easy 
V curve  at  Avon  St.  and  returning  to  its  old  aialn  line  west  of 


B each  St  <,  ^ 

Exiilljits  25-  26  show  standard  prciF’iies  of  align- 
aent  of  the  Jrere  iaarquette  and  Grand  'i'ruiik  respectiTely 
under  this  plan^  using  two  metlaods,  (a)  ground  l!>cation,  tad 
(h)  elevation,  for  tb.fi  Union  Station,  In  hot'i,  the  station 
yards  would  he  located  upon  a slight  elope,  hut  not  sufficient 
to  interfere  with  the  operation.  With  an  elevated  statioUj, 
an  approach  crossing,  with  decX  level  appro xiinately  40  ft^ahove 
the  mean  water,  would  he  required,  as  shown  in  Exhibit  26 » 

This  profile  indicates  how  the  natural  advantages  of 
the  highland  traversed  by  the  Grand  Trunh  and  Richfield  road 
may  he  taken  advantage  cf  to  secure  an  easy  grade  for  the  sta- 
tion elevation  in  this  plan®  The  at&tiou  ni-zht  he  bui3t 
ground  level,  tei^^'orarily,  ar*l  later  elevated  when  deemed 
necessary  hy  the  Mithoritie^,  Thie  plan  would  of  course  re« 
quire  considersbls  street  iJiodifioGtion  and  the  widening  of 
6t,  John  St.  for  providing  the  necessary  service  streets  tc 
and  through  the  station.  However,  the  land  required  for  the 
station  yard  and  street  chai::gea  would  prohahly  he  less  expeii- 
£iTS  in  this  territory  than  in  any  of  the  others  proposed^ 
Incidentally,  tiie  existing  Gmnd  Trunk  laain  line  into  the  heart 
of  the  city  would  ha  relieved  of  all  hut  strictly  local  tracks, 
as  indicated  on  the  plan* 

City  freight  devei-'jpjaent  obtainable  in  case  of  the 

Grand  Triiuk  elevation  of  its  sipir*  line  le  shown  in 

Exhibit  27,  indlcatiug  capacity  for  house  and  teasA  freight  • 
it  . 

SI  caiTB  house,  41  cars  team  tracks,  total  122  cars, 

Exhibit  28  indicates  possible  Graiid  Trunk  city  fr«jic 
developinent  in  the  ‘ ace  of  the  Grand  Trunk  detour  to  St^  John 


iF''TT'T^" 


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x^age  '’0 

St*  station  siteo.i':54  ca?«  b-.ni3s  axid  llO  cars  teas  traokSj  total 

i8<  card.  But  It  is  qiiaationable  Tiiiet^ier  tha  'raloafcla  arsd 

sightly  riTsr  fryntagc  should  h©  us  •si  for  such  purposes  or  et 

least  receding  to  Clifford  6t.*  rJA  freight  deveiopasrit* 

In  these  various  plains,  the  interference  with 

ittg  street  gradea  is  not  •ae.terial s the  raising  or  lonrerlng 

i?ig  confined  to  a few  feet  in  a.iy  case«. 

River  control  throu!^  this  district  during  flood 

stages  has  taken  the  forii:  of  rertica:’.  concrete  revetements  at 
various  points, thus  confiniiig  the  channel  to  practically  low 
ter  width.  A**  inspection  of  what  has  been  dona  in  this  way  and 
the  distance  between  ahulaients  i».t  /arioue  old  bridges  .would  in* 
dicat 0 that  froja  125  to  130  ft  .between  walls  would  be  about  the 
correct  width  of  channei  above  baginaw  bt*,and  145  to  150  ft 
Stevenson  St, and  below.  The  situation  would  be  in:g;.rc<ved  by  fur- 
ther iK,poiiiidii:g  of  flcod  waters  above  the  city*  In  the  varicue 
Union  Station  piars  it  is  assuiiied  that  the  river  t-hf-riiftl 

Bx  be  i^rrowed  Eoi^:cwhat  by  thus  ia^ roving  the  baKke,as  indicated  ir 
ibi  tr 

li:  Bshibitp  (C)  ap.d  '^hc  Pei'e  .^ar4i?.!.!tto  bxA  Grand  Trunk 

veBiectively  orose  thiR  Flint  River  ‘belo’Sf  ard  C^vato 


Here  the  channei  ppan  Is  «sg?uned  to  be  £00  ft, because  of  the  ob— 
etructicna  offered  by  the  islander,  factor  cannotb^^  ne gleet- 


W.# 


v>cco?r>mcnded_Glt^f.  With  thie  contewpleted  iTnnTove?r.*^nt 
01  the  river  frontage  considering  tJ:.er»iative  cf 

these  0G'»reral  it  is  believed  that  the  proposed  h-^rrixer. 

St*  site  with  oleve.tloa  over  the  present  Grand  Truii  rignt-of- 
way  le  ‘•.he  most  favorable  one  for  future  develop rdont.  It 

clvituf.  that  a railroac  "gateway**  into  Flin--  oan  br.  developed 
at  this  poirt  which  will  be  exceedingly  convenient  and  sightly 


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and  y'6t*  not  be  laiiieoesBarily  there  hs^ce 

teen  fiuggeetions  for  & vriton  Bt&t^en  abuttiyig  upon  Sagi-ria?/  Star, 
it  Its  beli»^'?rfcd  that  ths  f'-'-rcticn  this  street  as  prinoi- 
pal  business  thoroughfa^;*®  iE£fch©®  It  tindeelrabi©  t*;'  a Btr%* 

tier,  -y^t^rten  fes  irtiffift 

Secti^n.i  «•  Interurban  Raily>a7  ?^.c  iUt.ieg„anl  I’eraXopineiLt. 

Reference  Ka«?  been  rwtde  to  tht  propc’^fed  entrance: 

thf  Michiga?!  Slectrio  Railiway  (fcT'ffiSTly  ^i'C  Miehig&<2.  TTniteC 

P£[ Coitp&i'y  freSbt  xhe  “west*  A study  of  Sx/iioit  1 shows 

the  City  of  Pilnt  located,  ou  a through  high  spe-^-l  olootrie  lin> 

luetic  it  to  Bay  Ci^yj  vihich  injure#  intc-iiArbaJi 

eciTice  throu^  the  diotricts  traTrereed® 

On  the  weet^  hoTS'vcrs^  there  is  m interurban  ccimec- 

tion  to  Lanelrsg»  Jaeksori^  Ann  Arbor,  Owosec,  Kalatsasoo  and 

Grand  RapidSe  A conneoticn  i?ith  (hscseo  and  thenos  y?.i1ih  Icneit'.g 

ar*d  Jaokson  seert  pax't.icuiarly  desirBble  as  th^^  grcNstf.s  i<or« 

tion  of  this  rcut#^  it  already  oonetrtioted  end  operf^t-od  by 

Klchic'an  Electrir.  Co  „ { »fthich  alee  operates  north  of  yilnt  to 

Sagixiav;  i^r.d  Bay  City  jointly’  T.itli  the  Batroit  Cnit-ed  P5.il^?ay 

intcjurbans)  .v  If  eunh  a connection  ^erc  ccnteixpiated,  the 

principal  rcid-state  citir^s  would  thus  be  connected  tlaough  Elint 

with  the  Bay  Citleft,  There  rhould  aleo  be  an  opportunity  for 

a cre-ee  state  electric  s^ef-Tlce  to  Ls-k^  port*?  Yif-.  the  Itichigan 

Slectric  lines ^ thue  securing  to  Elint  en  additiciial  cutlet 

for  electric  paseengcr  i^od  f&et  freight  jjer^ice  .as  Q9,vli>£-^  r^er- 

tioaed  in  thio  rei^ort* 

The  electric  line  froci  Cv;oesc  is  already  constructed 
af  far  east  as  Co.ninm  and  the  line  oculO.  be  prcjected  sub- 
staniyielly  due  e&ot  to  the  edge  of  the  pl^-tet-u  on  -fche  west  si-^y 
tf  the  city  in  the  vicinity  of  Vest  Court  St*  and  Corunna  Bortd.j 


- 


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‘Thence  the  line  could  descend  hy  easy  grade  Tjest  oi  Glenwood 

'1# 

ce:.ietery  a.nd  cross  *the  river  in  -the  vlcitdty  of  Chevrolet  Gar- 
aer*B,  curving  into  ^cst  Third  .Ave*  and  reaching  the  Chevrolet 
Industries  from  the  west  end.  thus  providing  what  appears  to  he 
the  only  feasitle  low-grade  outlet  from  the  unfortunate  pocket 
in  which  tlie  Chevrolet  Indus  tides  have  heen  developed®  But  to 
use  V/est  Third  Ave,,  c o ns iderahle  regrading  would  prohally  "be 
necessary*  tc  obtain  a fair  railway  grade.  At  the  same  time, 
the  street  (now  crJLy  oG  feet  in  width;  could  be  widened  to  ad- 
vantage and  at  miniiiiuiu  ervpense. 

An  alternative,  but  relatively  expensive  lcw«grade 
entrance  could  be  develop edg  largely  on  private  right-of-wajp  $ 
by  a line  shirting  the  north  bank  of  the  River  at  btevensor* 

, ste,  thence  reaching  the  high  ground  in  the  vicinity  of  W'est 
i'irst  Ave.g  vdth  the  Hivsr  straightened  opposite  Hoon  Island, 
practically  in  line  with  South  Ste,  re^^uiring  joint  action  Oi 
the  City,  railroad  and  abutting  property  owners. 

ProposalD  have  been  made  for  a passenger  and  freight 
terminal  for  the  Kichigan  Electric  road  facirig  on  Detroit  St. 
and  necessailly  utilising  a considerable  area  on  the  west  side 
of  the  street  for  terminal  tracks  and  buildings.  This  plan, 
however^  justly  met  with  opposition  on  the  score  of  proper  city 
plarining.  It  is  significant  the.t  the  close  relations  between 
the  Detroit  United  and  Michigan  Electric  roads  have  already  re- 
sulted in  joint  passenger  seivice.  These  should  also  bear 
further  fruit  in  the  establishment  of  joint  freight  and  pass- 
enger  ter^ainals  and  for  this  reason  the  location  Oi.  an  inde- 
pendent teii:ii^ial  for  the  Michigan  Electric  road  on  West  Detroit 


:>>’ 


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St,  .oannot  I'C  concldered  desirable,  a preferable  plaji  rrould  be 
for  t}ie  kichisan  El^jtrio  to  -develop  freight  fac  ill  ties- to  the 
fullest  extent  in  the  Chevrolet-bottouiS  some^rhat  similar  to  : 
the  development  undertaken  ’ey  the  Detroit  united  in  iiortJi  and 
East  Flint  through  the  agency  of  the  Flint  and  Great  Lakes 
K^ilroad.  This  location  v/ould  also  be  suitab"' ^ for  some  loC.’lo 
or  package  freight.  The  majority  of  the  package  freight ,hoT7ever, 
a-ould  prosuiaably  come  from  the  j oint  stati  on  proposed  belp«'  be- 
tween the  DJj.R.  and  Mi^chigan  Electric  lines  a 

It  is  obvious  that  the  existing  station  operated  by 
t>ie  Detroit  United  at  Third  St.  between  Saginaw  and  paine  St  . 

^ t 

ia  quite  adequate  to  handle,  efficiently,  in  considerable  volume^ 
all  business,  by  reason  of  its  restricted  location*  The  block 

. MX:  . ■ 

.plan  shov;s  the  area  occupiedto  be  about  250  ft.  by  130  ft., 

t'-'  . ' ■ 

for  both' passenger  and  tfr eight;  hence  .a  more  favorable  location 
should  be- sought  for  combined  development.  TheD.U.R.  also 
operates  a,  si^j.1  frei.e^ht  house  in  Hamilton  Ave. , used  largely 
byj the  General  Motors  indus^ri es . Hamilton  Avc.,  however,  is 
too  far  north  for  convenient  electric  freight  service  downtown. 

It  -would  seem  most  desirable  to  develop  the  rear  of  one  of  the 
blocks  along  North  Saginaw  st,  in  the  vicinity  of  Third  St. 

for  an  electric  terminal,  if  the  Union  Station  Din-  (C)  ?;ere 

# 

adopted  and  the  Pore  Marquette  released  from  St.  John  St., 
an  excolicnt  opportuviity  w.uld  be  available  for  the  liichigan 
Electric  to  cross  Saginaw  st.  close  to  the  rlve.r  and  reach  this 
,old  right-of-way,  thence  north  to  the  proposed  terminal.  Ten^or- 
arlly,  it  could  reach  the  teniinal  al'io  via  Thi^d  Ave.  Si^ouldt 
the  freight  business  djvelop  to  an  unexpected  extent,  it  v;cnild 
poeslcie  to  develop  back  into  the  area  between  Flint  River 


■,*Vv 


Ik 


■1  i; 


jand  Stc  Johxi  St.  in  tlie  nei^-^'oorhooi  of  the  old  ofill  park.  Pjy 
I of  these  IvO'^ationo  would  he  most  accessible  to  tae  busine-c  di-j- 


jtrict;  especially  witli  "'^.rsison  or  Clifford  3 1.  carried  across 

the  river ^ as  propo9sc..j  particularly  tfcs  latter® 

This  plan  for  the  Tfichigan  Slectric  Ry.  of  c ours  a does 


Inot  reoio'ce  interurbans  froio  the  city  streets  norui  of  the  center 


of  the  city.  It  would,  howerer^  produce  a much  needed  u-^slity 

ri:a  it  is  to  be  said  thot  interurban  moYement  on  north  Saginaw 

St„,  such  as  v/o^jld  result  from  through  operation  to  saginan, 

would  be  far  less  obstructive  to  city  trafir-O  than  xn  South  ^ 

Saginaw  St,  purthernore,  the  construction  of  thr  Sast  dide 

line  would  permit  the  detouring  of  through  traffic,  especially 

electric  freight,  as  far  north  as  Pearson  Road.  The  plans, 

however,  for  this  detour^are  so  i^juature  as  to  furnish  no  basis 

at  the  present  time  for  definite  plan.  It  would  appear  that’ 

if  througli  freight  wets  remo’^ed  from  tlie  city  streets,  leaving 

• only  the  fast  passenger  business,  that  for  seme  time  to  come  this 

car  movement  over  Saginaw  St,  could  not  be  regarded  as  inherently 

I serious  and  the  imniense  advantage  of  this  Interurban  service  thr ou^,-: 

) 

the  center  of  the  city  downtown  can  hardly  be  disregarded. 

At  such  future  date  as  it  is  deemed  necessary  to  divert 
interurbans  entirely  from  •*'he  cl'^y  streets,  it  is  quite  probable 
that  grade  separation  and  TJiion  Soationfi  may  becoiiie  active  issuGc. 
in  which  event  it  might  then  be  ossibl4j  for  the  interurbans  uO 
l.utilize  the  union  station  jointly  with  the  steam  roads  under  some 
form  of  trackage  or  wheelage  agreement.  Thus,  the  Michigan  Electric 
[■would  approach  from  the  west,  and  the  Retrort  Uniteu  from  the  easv, 


10 


t]ie  Grand  Trunk  line  from  their  respective  jur.c  The  cnly 


m 


rvnr?'!,'' ' 


il 


apparent  alternatiY.es  are  (1)  the  purchase  of  private  righta-of- 
way  to  Uie  center  of  the  city,  which  even  now  is  practicallv 
out  of  the  question,  along  reasonao^  e alignissnt.s * or  (2}  che  up; 
of  a “belt  line  of  which  the  Great  Lakes  railroad  fonos  a part» 


■T^  It  is  possible  at  considerable  expense  for  an  electric 

^ connection  to  be  worked  out  between  the  D.U.H.  line  in  Lippin- 


cott  Boul.  through  the  Thread  Creek  valley  and  the  so-called 
Thread  Creek  bottoms,  and  thence  across  the  Flint  River  to 
connect  with  the  proposed  entrance  of  the  Michigan  Electric  shown 
on  frontispiece^  in  other  words,,  following  generally  the 
Chevrolet  cut-off  freight  line  previously  described  E.^hiblt  I"' 

It  would  hardly  be  possible  to  avoid  grade  crossings  at  Fearsley 
St,  and  the  Grand  Trunk  main  line,  but,  as  previously  pointed 
out,  this  would  not  be  serious  except  from  a steam  railroad 
viewpoint.  Such  a connection  would  permit  of  complete  inter- 
urban  throu^  and  local  service  fraci  all  directions  with  city 
stations  located  at  (1)  South  Saginaw  St,  and  Thread  Creek,  and 
(2)  North  Saginaw  St.  at  the  intersection  with  the  Great  Lake^ 
or.'^-Ofr  line.  This  plan,  hov;ever,  seems  so  much  in  the  future 
and  so  inferior  to  the  steam-electric  Union  Station  idea  men- 
tioned above,  that  it  hardly  need  be  discussed  furthers* 

The  general  impression  gained  from  a study  of  the 

/ 

entire  situation  seems  to  be  that  the  Uichigan  Electric  Railway 
should  be  allowed  to  enter  West  Flint  and  connect  with  the 
D.U.R,  in  Saginaw  St.  with  a more  or  less  temporary  union  electric 
station  developed  in  the  vicinity  of  Third  Ave,  and  Athletic  park, 
as  discussed,  reserving  for  the  future  the  use  of  the  proposed  new 
elevated  , nion  ftatioi  at  HarrlRcn  street,  for  accominodatlng  event- 
ually all  t ransp or ta t i cn  lines ^ steam  and  electric. 


Section  10  - Transit  Bevel ooneat  and  City  rlanal.n^,. 

' in  no  phase  of  city  development  is  required  a greater 

degree  of  harmony  than  in  local  transportation  and  oity  placing. 

First,  it  is  necessary  to  start  a transit  development 
plan  with  the  existing  system  and  resulting  distrioution  of 
population  and  industries,  aatural  land  contours  .also  play  an 
important  part  and  to  some  extent  the  distribution  of  pub^-io 
properties,  particularly  parJca.  Land  values  also  have  consider- 
able effect  in  controlling  population  and  industrie-l  movement, 
hut  usually  transit  lines  foljOT  rather  than  WSSSMS  move- 

ment. This,  however,  should  not  be  the  case  if  proper  franohisd 
conditions  and  total  earning  pov/er  exist,  for  proper  city  de- 
velopment can  only  be  carried  out  when  transit  lines 
settlement. of  outlying  areas  to  a considerable  extent,  this 
being  the  proper  means  of  controlling  settlement  an  the  right 

j channelB* 

Unf oT'tun^'^'tely  tViese  ftsssnlilfil  conditions  aiein  most 
t cities  the  bone  of  contention  between  the  public  authorities 
and  railway  operators,  and  it  is  not  deemed  the  function  of 
J this  report  to  deal  extensively  with  this  phase  of  public  policy. 
' It  is  to  be  said,  however,  that,  given  a definite  investment 
5'  and  agreed  return  upon  that  investment  within  reasonable  limits, 
the  possibility  of  public  service  for  a railway  system  depends 
entirely  upon  three  factors  - the  riding  habit  or  aveTage  haul, 
the  coot  of  the  service,  and  the  resulting  net  revenue.  A 
transit  plan  must  therefore  develop  gradually  In  proportion 
to  the  possibility  of  supporting  the  investment  both  as  to 


The  e^^teaaive  devel o^pnieiit  of  the  autoraohilc  iadustiifjs 
of  5*1  int  no.turaily  resulted  in  and  encouraged  jitney  hus  opers.- 
tions  and  it  is  quite  evident  from  observation  and  the  traflic 
checks  on  Saginaw  St.  that  this  new  and  irresponsible  form  of 
transportation  has  in  fact  subtracted  largely  from  the  posssbii- 
ite-  Oil  street  railway  development  in  g'lint  '03^  the  free  use  of 
the  public  streets  and  the  capture  of  the  paying  portion  of  the 
transit' business  - naiielyj  the  snort  haul  busiiiess  between  the 
moat  important  centers. 

Where  universal  fare  exists,  it  is  imperative  for 
successful  operation  of  the  entire  system,  that  short  haul 
business  should  make  up  for  the  Icwar  revenue  or  possible  loss 
on  long  haul  business  or  for  outlying  non=paying  extensions. 

Tt  has  been  the  rule  in  all  cities  that  jitneys  seek  only  short 
haul  business  and  operate  only  during  the  paying  periods.  If 
this  automobile  service  were  fully  responsible,  operating  on 
given  routes,  on  a given  schedule  night  and  day  and  through  per- 
iods of  inclement  weather  as  weir  as  good  weather,  and  properly 
maintained  and  safeguarded  as  to  overloading,  the  new  form  of 
transportation  might  be  accepted  at  its  full  value  as  an  adjunct 
rather  than  a c ompetitoy  to  normal  street  railway  service.  But 
this  is  rarely  the  case.  It  is  therefore  impossible  to  lay  down 
a definite  program  of  extensions  in  S’lint  until  the  measure  o^ 
this  automobile  corapetitfon  is  known,  and  the  best  that  can  be 
done  is  to  devise  a general  plan  based  largely  upon  the  City  Pua 
itself,  and  offering  0 basis  of  future  devel cement  as  fast  as 

the  sp.me  be  practicable. 

It  may  be  s^ ' d that  the  new  system  of  motor  transport,-' 
j.  + „ bovuver,  does  offer  a chance  -^or  "fueling  out"  rhe  pcnc’.ll 


ities  of  .locfil  eerTice  in  different  par'ts  of  the  city,  o-nd 


t^/bl  ish- 


especially  new  districts,  end  by  successful  trials  es' 

► thereby  the  best  routes  for  such  semcc  fron  time  to 
time,  and  it  is  suggested  as  a possibility  that  the  street  ^ 

I ■ 

rail'>9ay  coinpany  should  itself  undertake  to  supply  this  se^.'^rice 
as  part  of  the  local  transportation  system  during  the  period 
^;When  the  construction  of  expensive  electric  railway  extensions 
dbesnot  seem  to  be  77arranted  financially.  By  this  means,  perj^sa- 


nent  investment^  In  trolley  road  may  be  conserved  and  raistakes 


Sjin  judg/.,ent  as  to  the  best  routing  may  be  corrected  before  they 


j*  are  able  to  cause  undue  loss.  This  applies  particularly  to  the 
establishment  of  crosstown  transfer  routes,  which  are  usually 
the  last  to  be  developed  in  cities  of  comparatively  small  area, 
[because  of  the  fact  that  these  lines  are  usually  ‘'paper  lines’*, 

I that  is,  carry  much  transfer  traffic.  It  seems  only  just  to 
the  established  transit  system  that  the  same  opportunity  should 
i be  given  for  such  auto  bus  lines  as  to  routes,  fares  and  ser- 
fylde,  as  In  the  case  of  the  irresponsible  j itneye . Thus  thif:^ 
pcecomes  a matter  of  public  policy  v/hich  r-iust  be  vroxhed  cut  local 
[ in  each  case  as  may  be  deemed  just  tc  all  part-^es  concerned. 


j'rt'hile  the  city  of  Flint  iray  be  regs.rded  as  still  a short-h&ul 
'city,  the  settled  portion  being  largely  wi  thin  the  tv; o cr  three 


^mile  7,one,  it  is  also  true  tha-**  the  very  great  fi.uc ru-ation 
tin  t2*avel  between  rush  hours  and  non* rv sh  h curs , dueto  the  great2y^ 
accentuated  industrial  peak  of  the  rush  hou'^e,  places  c.  heavier 
'burden  “upon  transit  operations  than  in  case  of  a large  city  whei - 
rdduny  and  evening  travel  ic  relatively  greater;  for  such 


industrial  service  invarialDly  requires  the  provision  of  an 
unusual  investment  in  rush  hour  equipment,  car  .houses  and  power 
system,  which  equipment  reiiiains  idle  during  perhaps  20  hours 
of  the  day. 

ij'ortunately  the  favorable  topography  of  the  jj'lint 
district  leaves  a practically  unrestricted  field  for' electric 
railway  operations  so  that  the  principal  factors,  ar'e: 

1.  'i'he  location  of  population  and  resulting  communities 
of  interest  between  them,,  principally  the  direct  lines  ot  travel 

between  home  and  woricshop . 

2.  The  existing  and  proposed  street  plaii. 

3.  obstructions  such  as  railroad  grade  crossings  and 

yards.  ''  < 

A study  of  the  population  distribution  with  respsc’. 
to  the  work  shops  indicates  a heavy  settlement  i tne  neighbor^ 
hood  of  the  principal  factory  districts  of  the  G ■.e'-al  Motors 
and  (jhevroleto  ihis  of  course  results  largely  i walking  to 
work,  which  is  fortunate  in  one  respect,  iiowevc  - considerable 
cross  town  travel  necessarily  resultsi^i  and  with  the  rapid  ex- 
pansion to  the  north  and  northwest,  the  local  tr:  nsporta^i on 
lines  will  become  more  and  more  essential  in  the  development 
of  the  city  and  it  is  to  tnis  future  service  tnat  the  develop- 
ment plan  discussed  below  is  largely  directed. 

m any  such  proposed  plan  it  will  undoubtedly  be 
desirable  to  adjust  to  future  changes  in  population  distribu- 
tion wnicn  cannot  be  anticipated  now.  it  is  Importaxit,  however, 
to  keep  in  mind  definitely  these  two  essentials: 

This  should  be  deterjr.ined  by  a personal  canvass  of  em- 
p?ovt^'.  0-  each  ii-dustj'y. 


jf.il^<tra 


p-'vSe 


m- 


"■v,  i 


/ '■■■ 


^reaerration  of  radial  or  traric  liiiss:  ar.l 
£,  Provision  for  lateral  cr  cToeiDto*.7n  linos  or  "belts, 
a a UB.y  "be  repaired. 

lt»  . '^itn  tlies 6 "'*art eri  cs  and  veins’’  of  the  transit  sys  tieTn 

Ktv . ’ ' 

" xreaer-ssd,  it  \vill  not  le  difficult  from  tiioe  to  tine  to 

tend  the  existing  aysteit  afc  to  aiitioipate  tho  needs  an^ 
growing  local  district  and  thus  develop  along  efficient,  de» 
sirahlfc  lines*  Unfortunately,  in  nost  cities  aucii  foresight 
is  the  excep'vlon  rather  than*  'i^o.  rule,  -with  the  result  that 
the  transit  systcics  are  forced  to  develop  arong  routes  ii*©!- 
Cectively  laid  out  and  very  frequently  handicapped  oy  o'ostruc- 
tions  w’lich  could  have  "been  preveiiteii  03^  such  foresigh*'* 

The  specific . routes  cr  car  lines  vdiich  vrould  ulti- 
rately  host  serve  the  enlarged  citjs  cannot  he  estR,hlished 
with  anjr  degree  of  certainty  for  many  years  in  advance.  In 
f&ot.  efficient  street  car  routing  requireo  oodifiaation  from 
time  to  time  to  meet,  new  developments,  changes  in  the  husincss 
dietricto,  concentration  of  factories,  shifting  of  employees’ 
homes,  construction  of  nev;  public  facilities,  such  ?oS  bridges, 
water  supply  and  drair:a.g6  BjrstenSj  and  scliools.  Therexore, 
the  itost  which  should  be  -.ttet^pted  at  this  time  ia  to  devise 
a transit  rian  which  would,  i’ll  all  prcbsbiaity,  contcln  the 

I ^ ■ 

4 eler.'ients  of  the  arterial  system  of  car  lines  reaconao^y-  rc- 
I'  quired  for  Uic  beat  development  of  the  City  Ilo.n  and  the  co- 

orciina.tcd  industries,  - 

Sur/  sated  I; --vl  v-ment  Plan,  S7h.iblt  20  indicates 

jt  V ; ^ . 

j1*  in  sheleton  surh  a ba^ic  system  of  cor  line.'  designed  as  an 

L \ * * ■'J  ' * •*• 

extension  of  the  preiont  aye  ter.  a nu  one  v/hrcit.wil- 


I 


..:i 


r’'>L  ■>»  • 


li  2. 


GiV  do-ve:).opcG  by  tbe  ccnsr:.-5-..rt , ^rr,oohi',  ::&leu 

prlii-5r"‘-  idatureG  arv; 

ii.nccv.ra2e!nGrii:  of  ofentrai  bt;£in€03  dcTelopir.snt  on 
O’'’  'bb?  1^5 V or  f.ho  wile  isone  &.nci  lr:t>ei'aliy  frcw 

ir*c*.v,'  £t,  vrell  os -along  tills ‘Street . . 

Develop^-^erit  of  bctl^  Ciiuroh  Street  Clifford  ??tre2t 

ad  i.^oconlct.rj'’  tniiilc  lines  (to  ‘onc.i-U^.'N  in  omc*  to  pro* 

vide  an  outlet  to  the  iixreaein.g  car  trafric  oh  Sagimvr 

St,  by  n^jlng  the  nearest  parallel  streets,  for  this . purpose ■ 

( 

By  means  of  the  secondary  Btreets,  all  converging  routes 
trill  have  reasonable  accesB  to  all  perti?  of  tiie  businesp 
district  and  provide  for  convenient  transfers  therein. 


3,  Development  of  lines  east  and  v/est  ac^ro£-,s  the  business 
) district*  but  7^ithout  unduly  concentrs ting  ths  croseings, 

! A,  Transfer  of  intervrban  lines  tvre  blochseast  to  Clifford 
‘ St,  to  relieve  the  rain  thoroughfare, 

I 

5,  Location  of  steam  and  electric  passenger  Union  StationH 
most  convenient,  for  access  to  all  principal  car  lines* 


I 


t ft 


ft. 


but  without  diverting  them  for  the  sole  purpose  of  reach- 
' ing  the  station,  which  latter  inefficient  plan  is  ua- 
' lortuiiStely  in  vogue  in  reny  cities. 

Provisions  for  giving  the  proposed  East  Side  Industrial 
Dlctrlct  direct  transit  service  v;ith  the  business  district 
and  with  the  other  industrial  centers. 

Provision  for  service  into  the  undeveloped  northwest 
section, 

More  direct  crosotown  facilities  so  that  both  Buick 

and  Chevrolet  districts  may  be  served  directly  from  either 

side  (beyond  the  walking  f-one)  g without  the  necc8c*.ity 


AV  I 


district  and  out  assir.. 


9o  Ne?/  interurtan  entrance  frora  the  T?est  Tia  ^est  Third 


Ave*  and  private  right*'C**»'S*ayf 

10.  Joint  electric  depot  development  he tvjeen  Second  and  Third 


Avo  r greatly  enlarged 'over  the  present  cronped  facalit-.e2c 


11*  T!aet  Side  interurhan  cut-cff  line  "by  means  of  which  through 
Saginaw  traffic  rcay^  if  required,  he  routed  around  the 


city  instead  of  throu^  the  husinees  district- 
1C 9 An  eictensive  system  of  throu^  routes  hy  means  of  which 
an  undue  concentration  of  radial  linee  on. Saginaw  St, 


the  husineBS  district. 


13,  Provision  for  unlimited  ejctension  of  lines  from  time 


to  time  as  required  by  growth, 

£ij^ Plan  Imp While  this  plan  as  sub- 
mitted may  coianend  itself  for  directness  and  efficiency, 
a niar.her  of  street  plan  improvemento  will  he  required  to  carry 
it  out*  These  improvements  are  as  follows: 

1,  Hew  street,  extension  of  St,  John  between  Avon  (Island) 
and  Saginaw  St,  bridge,  developing  Fere  Jfe.rquette  right- 

of-way  #W 

2c  Stochdale  Road  extended  north  of  Fasadena  (Stoclcton 
Koad)  and  south  of  Welch  Boul*,  to  oonricct  with  Wilcox , 
St#-  also  detouring  across  the  river  to  conyject  with 
• mirant  St.  and  thence  southeasterly  to  the  intersec- 
tion of  Atherton  and  Penton  Boads,  Ih/ 

- 3*  Stockdale  St.  extended  west  to  Welch  Boul.(®*) 


I 


^^^.Kec on:- ended  by  City  Plan  consultant,  ISr.  John  Helen, 


= i.' 


raga  S3 


I 


A ^ (T  e"*  v-i  e^-:*  .‘3R,dijd  sicrcss  feh.^  Hivss*  *0  <>Gi1i16Cw 

fa' 

Texas  Avg.'^' 

5»  West  Third  Ave»  extended  west  acroas  the  P.iTsr  to  connect 
with  Beecher  Roade^®'^ 

6.  Fenton  Road  extended  north  hy  ne-r  contour  street  to  inter- 
section of.  ^est  Court  St » and  Asyiur-  St.^®) 

7 A 'Eighth  8t»  extended  west  of  Grand  TraTcrse  to  connect  with 
Fenton  Road,  also  East  of  Aron 
8,  Stewart  Are,  extended  southeast  across  the  Riyer  to  the 
right  angle  turn  in  Richfield  Road#'**^^ 

( 

Q-  Dayton  8t,  and  Avenue  **A^  “ offset  reosoved*  " ' 

10.  Hamilton  Ave#  - new  "bridge  and  straightening.^^) 

11,  Clifford  St.  extended  across  the  River  to  new  street 
fst#  John  extension}  .•®’) 

13.  Clifford  St.  extended  through,  to  Lipplncott  Boul*  Cut  off 
jog  at  lltli  St, 5^) 9 also  Harrison  St. 

IS.Corunna  Read  extended  east  to  Court  St.  for  oar  ^ine  and 

f gr  \ 

west  in  its  present  aligm'ient  within  the  City  Lira! to* 

14, Tori‘ey  Road  extended  straight,  southwesterly,^®') 

15,Seoond  St^  extended  west  to  Court  St«  and  Wilcox  St,. 
16*Hswlstt  Ave. connected  diagonally  (not  at  right  ang?t.s3},  hs* 

tween  Kassaohusetts  Ave®  and  Everett  st. 

I?®!*©*!?  noridiwest  radial  street  on  7iorthsm  boundary  line  of 
Smith’s  Kesexvation,  connecting  with  Wel^h  Eoul , and  Dayton 
St. 

18«E?.tsni5  tripographic  survey  into  outer  suburban  districts, 
to  determine  exact  possibilitias  of  grades  and  align** 


ments« 


: ^i:.rrat i4?iii3 o 7c  iJo  worked  o! 


^.n  dev3.il 


Page  8 4 


1 i,  Pore  Iferci'-iCwte  '■■’  Stev/ciTt  AT‘.3»s  iiaSui..*vOU  AvO 


Airori  Si 


S30< 


id  St,  viadtiot^i)  PentOii  and  Sifii  St,te3Jte: 


id  2d) 


•St 


Bt 


Sterensoa  St 


8^  Grand  Weet  Coux't 

Avon  St, -Richfield  Road,  Crape  St^,  Saet  Kcxrsle/  St,v  . 

So,  Saginav.’  St«. 

5.  Ec.st  Side  Industrial  District  -»  after  topographt^j  survey. 
The  iSvSt  iuiportaftt  developnien ts  hinge  upon  ths 
ult innate  adoption  of  a ..otoac?.  railroad  Union  Station  x>?^3.n  ouch 
as  Plan  suggested  herelji^  enshling  the  City  to  secure  a 
nei?  artery,  St,  loha  St,  (Industrial  Ave*)*  into  the  huBirocs 
•iistriot,  divertinci  tbt  heAr-/  iritr5r>urhang  frois  ths  busiest 
scotiovi  of  Rt,,  'ind  fc cubing  all  interur'oans  at  a 

no  St  convenl^fut  point  not  only  for  their  pvass  eager  but  also 
for  their  fast  e^T^ea  burdnsss,  Roth  depot©  -jjould  be  conven- 
ient for  the  business  district  and  for  trc.r-sf^vidng  passengern* 
bstH'Csn  theta,  also  giving  room  to  expands 

But,  most  important,  the  City  of  Plint  the 
opportunity  of  getting  amy  from  the  undesirable  plan  of  a 
*cne  street  town".  The  City  of  Rooheptar^  York,  and  other 
cities.;^  have  long  been  wrestling  with  this  handicap  anv*  it  is 
only  with  the  greatest  difficulty  and  expense  that  by-pass 
streets,  which  are  now  readily  available  in  Plinth  can  bs  dS" 
velnped  in  Rochester  at  this  time,  to  secure  the  results  so 
easily  obtaiiieble  here* 

In  nor-Uieast  Plint,  there  exists  an  excellent  op- 
portunity to  provide  Joint  bridge  service  across  the  River  fox* 
street  and  car  traffic  at  the  Stewart  ATe«'‘»Rlchiield  Hoad 


.‘J 


U';l 


mm 


fi 


'mi 


ipll 

pp«piiip>|||H 

Pr'.  SO  85 


."rr.of  ■ 
V y T;  I' 


,‘  >•'  " v, ' ' ■■  ■■ 

' ' ' ' ' 

i'C'Ccr?unendcd  in  the  City  piai'k.  In  the  appended  pre- 
xir^iiiary  report  cn  the  .Flint  Belt  LinOj,  it  is  also  recocimended 
I that  the  City  should  reseive  the  option  of  Joining  v/ith  the 
Pc  re  IlarciUettc  cut-ofX  line  in  huilding  a Joint  hridge  for 
steai.:,  electrio  and  highv.’ay  traffic^  if  the  latter  should  he 
' deemed  deelrahle.*  Uxtiiiiately  hoth  Bridges  luay  ce  requireut 
Ti'.e  development  of  a novi.'  noi'U:;v«ect  radial  along 
I Smi til’s  r-ouhdarj/  Line  tc  the  intersection  of  Pierson  and  Linden 
Roads,  as  an  extens-lcn  of  Welch  Boul.,  constitutes  an  inprove- 
ment  which  v.'ctild  ceem  to  oe  of  great  future  advantage  rn  any 
transit  plstn,  Because  of  the  fact  that  the  platting  of^  txie 
j|  Civic  EuilderD  Association  district,  does  fiot  provide  any  diag- 
onal evtcnoion  of  Bctrcit  St*  into  the  north-vrest*  This  biuitn^e 
BviundaiT  extension  would  Uierol'ore  he  practically  Uis  only 
important  liortliwcft  radial  thoroughfare^for  liachin  |load  soon 
come?'  to  an  a^  the  River,  At  some  future  time,  it  :iny 

even  be  found  desirable  to  develop  a definite  radial  lino 

/ 

r.orthV'est  fro.m  -he  vicinity  of  Devils  lidka*  ' - 

The  Stcchdale  Road  extension,  south  tc  Wilcox  St . 

\ 

may  rciijuirc  extensive  replattirg^  hut  a study  cf  tlie  sti’oot' 
plan  mcltes  it  obvious  t!nc.t  either  Stcchdale  Road  or  Chevrolst 
1'  Ave,  should  ho  cut  through  the  Flint  Homestead  tracjt,  so  as  to 
ii  enable  the  Chevrolet  district  to  dra^  directly  from  ifie  norths 
Ti*c  hriiges' and  straishtenings  at  Oakland  .<'.yc*(Lci  th 
81*)  / 51. '-’I  ton  Ave.,  Beach  and  Clifford  St,  (or  Harrison' St, ) » 
fftrs  obviouclj  ad'/antageoua  and  essential  to  a proper  transit 


tii 


The  deTelopjient  of  Coriiina  Ays«  5.3  the  firet  eouth 


"steet  car'^Xisi®  street  .■SidYOG'iitsu  *or 
ground  that  it  practically  hieecta  tJie 
tY«esn  Miller  Poad  and  West  Court  bt» 


th.e  txaueit  plan,  on 
hahitatle  hii^hlaiids 

Later  CuaKiiige  A^e* 


the 

te** 


could  be  used  as  a branch  lino# 

Seccrid  St.  is  regarded  as  an  extremely  important. 
ifnj'roYoaent  -and  should  be  cut  through  at  tlxs  Tfest  end  to  ::iialro 
« dlx*ect  coimectloD  svltn  Corurna  jtlso  ^07 

eonvenlont  transfer  with  Court  St*  and  Wl.t.c-ojc  ot,|>  possibly 
Wiloox  St  . depressed  ivyJor  the  Crand  Trunl-:  and 
Atc*  Second  St. 5 if  tiius  dereloped^  irlll  relieve  West 
Ivf  St,  of  anj'  necessity  for  car  lines ^ so  that  Kearsley  St., 
Cloy  he  I'eser^ed  for  b truoklTg  strse'*  semn^J  Thread  creefv 
dev*lo_jjmsrit  for  te?ri  txAOx:^  storehouse^^^  otOe  The  ad 

7?-nta2^»  ».'f  this  yiil\  b®  obvloae. 


T!;;at  Kearsley  St.p  ho^tfevero  ■will  oertainl-y  bs  r»2!q;.i3.red 


for  car  linee  at  least  as  far  e.3  Ric3uield  Road  junction^  ^nd 

probably  al«o  bsyovid  this*  poir*t,  for  the  reason  that  no  father 

ijT)port*jnt  i-adis.:.  line  do  to  the  xaiddlo  of  th‘> 

Cilkey-  Creek  Pas'k  laad5»  or  the  3trip  one  mile  H?id«  erYtsndin^' 

befc'i/ee/;  Court  St  ard  Daviaon  Hoad  to  the- East  Side  InaustriaX 

District,  unless  the  Oai’erovs  Sjs.w.ltariuw  lands  ra?.y  be  *p&atd 

to  i.n  e3f tsnsiois  of  the  Second  St  • car-line* 

ip?- fi  ^ra-is  separations  at  Second  St.,  Eenton  KoadC^^th 

St.),  West  Court  St,  and  Steifart  Ave*  are  clearly  of  ii-ipcrtance, 

probably  in  tlie  order  nafued*  and,  Trhen  the  !Tnion  Station  pro- 

j/j-t  is  undertaken}  A^on  St,  should  he  giTeu  first  ooneioera- 

tion,  Grade  6ex>a ration  with  tlie  Grand  Tr'Uik  at  Crape  Strerjv 

or  Avon  St,  ias.y  alco  heccii.c  e,0Bantial  in  the  near  future 


l?‘’’ 


to  ’Jnion  Static i:  dey£iox-seriv<>  Ti’  the  Flint  Belt  Line 
plan,  however ‘is  put  into  effect  and  e^rtended  to  its 
ifiill  useful nesfi -ec  re  to  reach  the  Chevrolet  ristrictj 
it  is  reaecnahly  possible  that  the  steam  traffic  at  these 
cro.ieir^iia  v;ill  he  largely  reduced  and  the  necessity  of 
the  grade  separaticn  deferred  until  the  Union  Btatlor 
and  track  ei era tion  pj.en  hecciaea  feasiblcc 


prepay  Bex^thg^c  In  the  mtter 

of  street  railv.ay  service  to  factnrleEtj  v,'here  the  en- 
trances and  exits  are  so  located  that  great  numcere  of 
errployees  have  tc  use  the  rail^'&y  lines  at  a given 
point t it  cjoiild  he  extreiuely  adva,nta.geous  to  oonatr'aot 
special  prepayraent  car-loading  herths  nea;.‘  these  fac- 
tor;' entranceSfi  so'tiiat^  during  jush  hoivrs,  t}i9  usup.1 
platfcrE  prepayiVicat  my  he  dsn e a?.'ay  with  and  the  great 
delay  Incident  to  char.ge'^m'klyig  avoided*  These  pre- 
payment berths  could  he  siniply  fenced  enclosures j pre- 
ferehly  on  the  industrial  prr-rertya  arranged  as  sidings 
from  the  car  line  in  the  street  and  fenced  in, with 
guards  at  the  two  endSc  FTrvjay.jie;it  v.ou2d  take  plaoo 
in  i\  booth  or  counting- gate  fitted  p?ith  coin  reglster- 


t . ■• 


rm 


i 


-•''“S-Vif 


. I , 


ing  ff.re  coxefei*  7/ith  such  an  equipment  a ruf^h  hour 
cart  may  he  run  into  the  siding  prior  to  tactory 

I 

closing  time,  so  as  to  he  ready  to  receive  the  rush 
of  employees*  The  cars  may  then  load  at  “both  ends 

and  depart  in  perhaps  one*- third  the  time  req.iired 

( ' ■ 

under  the  ordinary  method  of  street  collection,  he** 

, U •’  ■ 

Ir.g  replaced  iinmed lately  hy  other  cars,? 


The  rotary  coin  hoi:  method  v.111  readily 
pass  v.CO  passengers  per  minute  in  the  rushs  and  an 
ordinary  faro'^changing  hocth  250  to  300  paesen** 
gore*  This  prepayment  vill  take  place  steadily 
T,'?hiie  carf»  are  moving  out  and  coming  in*  With 
the  street  prex'ayment  plan,  an  average  loading  speed 
of  30  to  <i0  passengers  « mimJte  is  usually  the  maxi- 
murr^  tc  he  obtained 5 unless  very  large  cars  and  plat» 
forms  ere  evailatle  and  perhaps  Vv'ith  collection  at 
“both  fi*ont  and  rear  doorso  Taus  vrf.th  tiie  prepay- 
ment tooth  plan  above  recommended,  it  v/ould  he 
poesicle  to  handle  e:rployeeejj  rith  the  same  car  equip 
ment.  from  ei^t  to  fifteen  times  as  fast  as 
Viith  the  usual  plan  of  platform  collection# 

And  this  does  not  lal:e  into  account  the  great 


‘-Y.it 


r.v'‘-''^' 

Ei'i.  •' 

I 

v - 

V ■ ■* 

■eaYins  In  the  iririber  of  cprs  necessary  serTice  he- 

oause  of  the  possibility  of  these  same  cars  rsturnirg  from  a 
round  trip  so  as  to  carry  a second  load  during  the  .inish  ■ 

f' 

iod«  ■ ^, 

’ In  ilie  developiiiCnt  of  the  Past  Side  Industrial 

-•  % 
Distrlotj  this,  syste-ni  of  prepay  loading  herths  should  oe  !cep>.. 

definitely  in  inind,  parti oularly  if  large  groups  of  factories 

f ' 

are  concentrated  at  one  point  and  employees  enter  and  lea»e 

the  grounds  throu'gh  a single  gate. 

With  -this  plan  in  viev;,  Y/estern  Road  offers  an  ex- 
ceptional opportunity  for  proper  design  of  street  rarlv/ay 
seinrics.  Presumably  the.  street  '.vill  be  v;idened  and  possibly 
to -the  extent 'that  Ae  center  of  the  road\7ay  ’.7ill  be  re- 
served exoluoively  for  car  lines  running  through  a grass 
platted  area  Tsith  center  pole  bxachet.  cons  true  tion*  Such  a 
street  section  is  in  use  in  inary  cities^  such  as  Commonwealth 
Ave,,  Poston,  ana  ntnaorjus  street^  in  New  Orleans*  The  re- 
servation of  the  central  strip  promotes  the  most  rapid  opera- 
tion by  reason  of  avoiding  vehicle  inteirference  in  the  long 

stretches  between  street  crossings. 

Rut  even  if  this  were  done,  it  would  still  be 
hi^dily  desirable  to  reserve  these  £-ipeci al  leading  berths  at 
certain  points  along  the  industrial  properties  and  east  of 
the  property  llris.  It  is  confidently  believed  thnt  if  ths 
District  develops  as  anticipated,  cemo  sucln  speciaa  means 
of  coviar.g  '’or  iaotocy.  ei-ployres  during  the  xusIy  hour  will  be- 
come ncccccax'%  r.ot  only  from  the  vlev.point  of  public  s<sr- 

£'  , . .. 


HH-il 


t W -.H 


I 


Page  ^0 


Street  car-1  6 opex-atlou,  it  is 


eesaatla:  that  oonsiderahla  study  should  he  gi'^en  to  street, 
vrideainga,  the  following  widths  of  roadway  hoing  reoeiii’readed 
under  YariOwis  oo editions  of  traffic* 


- 60  ft 

- 56  « 

- 52  •* 

- 41  « 
37  « 


6 lines  of  vshicles 

g « K « 


Important  ‘business  street  « 
iialn  throa^- street  « 
Minimum  width  for  - 
feeder  line  street  - 
Mlnloiua  width  for  - 
-boulevard# center  parking  w 
cuThe  and  center  pole  con 
struction#  - 
Su'bways  wall  tc  wall  - 


6 ♦*  ” " 

4 o « « 


n n It 


4 


arming  with 


30  ** 
24 


2 car  lines 

2 « B 


These  represent  fair  wcrlciiag  dimensions  "based  upon 
the  noi^l  widths  of  vehiolee  usually  encountered  on  the 
streets  in  question*  They  recognize  the  necessity  of  provid- 
foy  parhiiJg  of  vehicles  along  the  curh^  thus  rendering 
two  lines  of  traffic  inactive*  Interurhan  cars  are  contem- 
plated* City  cars  are  usually  6*0  inches  narrower  - 


■It' 


overall* 


I 


WM 


i..!?n 


-'ll. 


u,  . 


n;  rs  iMi- 


i 


f: 


-:Hii!i 


^ . »•  dp 


'V'v'r-:-  .'^  ; 


’5v;- 


v''i?.'^'*'  '*'*  ' <1 

’ -‘  ^ d.  :^'.>jE'' 


■rr-:y:^-  '^.  ■■*'■*<  . . . • '■  ■ ' ■ '^.  ■ ' ■ ' 


-...  ’ Tit 

- •'  ' o 


r j 


*. . 


> ' • * ' »-*■■•■  ^ 


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■T'  : -.  ' ‘,  - 

' ■ •■'  m':\ 


^ ■'i  • '-r :iWpi’ 

^A  ■ ■'-'.'i'i' i:’ V '■  .*'  ,-'r  ■*  •-  : V 


1." 

■J.f'  ;•. 


• ' ‘ ••  W-  XiT-  ' v-  . ■■/.,  4'y-'  ^ 

j,  c v^r-y.vv.f  x;.  "'•: . ,g 


■,,^-  Jll- 


'^V' '■;>■- Mi.,:'- 

' ...>7'(  . ' '- 


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a 

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— 

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H 

'flpA'v.'  . 

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■ , V ^ • ji 

' ;'■•  ■.^_  ••  •'  . ' -/ad 


f'ly 


■,.■■!>  ‘i:-  ^ .;  ?;.,•  " -4 

ri  ' A,  •!  I ''i.'  ■„-  ..  > 


%.'  : A’:.  ;.■■>  < 


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> 5. 


Bion  J.  Arnold 
105  South  LaSalle  Street 
Ch  ICAGO 


oi.  li'18 


r 


W Mr,  J.  D*  Dorl,' 

[ Vice  ohairroan, 

City  Pla/i  G o-iLiii 33i  jh  i 

I iriiiit,  Michigan. 

5 Pear  Sir; 

I ■ 3u\?Jeci;  GREAT  LAKS.S-P,M.  CP/OgSTITG,.JgQ:RTjLS^^l^ 

L Yourdosire  to  further  the  conclusion  of  .the  proceed- 

ings now  pendidg  in  connection  with  the  proposed  new  entrance 
of  the  Great  Lalces  Railway  into  the  east  and  north  industrial 
disti’icts  of  Flint,  prompts  me  to  submit  to  you  tne  follovring 
analysis  ofCthe  situation  from  various  aspects  aa  it  now  appears 

from  all  the  data  in  hando 

YOU  will  recall  that  when  this  subject  was  first 
under onaideration,  we  considered  three  tentative  locations, 
L^A,  B and  C,  for  the  Great  Lakes  crossing,  between  Florida  Avc, 
fnd  Pierson  Road.  The  selection  of  these  locations  was  con- 
trolled by  tile  following  points; 

1,  The  only  available  entrance  to  the  Buick  area  was 
north  of  the  present  plant < as  no  practicable  entrance 
could  be  fouiid  soutli  of  . Vermont  Ave,  owing  to  the 
necessity  of  crossing  the  Nortii  Flint  yard  of  the 
pero  Varq-ietto  Railroad  or  obtaining  proper  access 
to  the  Buick  works  by  overhead  or  subway  crossing. 

2,  This  Great  Lakes  crossing  would  therefore  have  to 
be  made  somewhere  between  the  North  Flint  yard  and 
the  ^'^cGrew  yard  of  the  ?.M.  Railroad,  a distance 
of  about  5000  feet  between  points  of  switch. 


••■I 


r ■ 


4U,LiA>- 


P&ge 


i \ 


3,  A controlling  grade  of  not  over  OeS  percent  ’^vas  re- 


quired^ or  a curve  of  riot  over  8.0  degrees,  due  to 


/ 


the  fact  that  long  trains  were  to  he  hauled  in  and 


t 


out  of  the  Buick  plant,  both  loads  and  en^ties. 


While  the  southerly  location  at  Florida  Ave.  '»as 


originally  desired  hy'  the  Great  Lakes  Railroad  and  in  fact 


considerable  land  vas  acquired  therefor,  we  finally  succeeded 


parallel  to  Stewart  Avenue  with  a grade  crossing,  which  would 
enable  the  road  to  operate  directly  into  the  Buick  plant  by 
means  of  a switchback,  as  well  as  north  into  their  storage 
yards,  for  which  they  have  acquired  land  north  of  Stewart 
Are.  and  parallel  to  the  P,]£,  Railroad. 


In  reaching  this  decision,  we  strongly  advised 


acrainst  the  north  and  south  crossings  ”A”  and  "C”,  for  the  rea- 
son  that  both  crossings  were  too  close  to  the  p .il.Railroad  yard 
throats.  However,  the  middle  crossing  ”B”  (Stewart  Ave. ) was 


i deemed  practicable,  because  it  left  about  2500  feet  clear  switch 
\ ing  space  north  of  the  P.M,  Railroad  North  Flint  yard  and  2500 


\ feet  south  of  the  McGrew  yard. 

I Later,  as  a result  of  objections  to  a grade  crossing 

I by  the  p Railroad,  the  whole  matter  was  reopened  and  eon- 
I aidercd  by  all  parties  in  interest,  as  well  as  by  the  Rail- 
' road  Coimission,  and  estimates  submitted  at  a hearing  on  Friday 
TTovember  16,  covering  cost  of  tJae  following  propositions  (See 
\ GcLodrawings  No. 900-79  ahd  80): 


page  3 


Propo^ltifta  ITo.  l^A ; .Stewart  Ave«  alignaient,  (originax 

aligriifleiit  ”B*'#  approved  "by  Bion  J,  Arnold  oct ,29,1917) . 

■ .Grade  crossing.'  Controlling  grade  0,5  percent.  Con- 
Btruction  work  beginning  about  3300  feet  south  of 
Richfield  Road  and  ending  with  the  P.  M,  interlocks 
Prop  os iti on  No,  1—B « Stewart  Av©*  alignment  o«5  percent 

overhead  crossing,  construction  beginning  about  3300 
feet  south  of  Richfield  Road  and  ending  about  5000 
feet  north  of  the  P.M.  crossing. 

Proposition  No.,  1-0:  Stewart  Ave,  alignment,  overhead  crossing. 

, T>,  ’ 

Grade  1,0  percent.  Construction  beginning  about  3300 
• feet  south  of  Richfield  Hoad-  and  ending  about  2800 
feet  north  of  the  p .M,  crossing. 

Proposition  No,  2;  New  alignment  north  of -the  city  limits 
running  through  a natural  depression  opposite  Niles 
St.  (extended),  with  subway  under  P.M,  Railroad, 
opposite  Rosetta  Ave.,  thence  curving  north  parallel 
to  the  McGrew  yard.  Construction  to  start  about  3300 
feet  south  of  Richfield  Road,  ending  about  4000  feet 
north  of  the  p , M.  Railroad  crossing  somewhat  north 
of  the  ooaling  station  in  McGrew  yard  and  only  about 
2000  feet  south  of  Carpenter  Road.  Controlling 
grade  0,5  percent.  Controlling  curve,  eight  degrees, 
compensated. 

These  estimates  as  submitted  cover  wet  and  dry 
excavation,  concrete,  bridge  steel,  land  for  borrov/  pit,  grading 
yardage,  interlocking  plant,  bridges  over  and  under  streets, 
3ub?/ay  drains,  syphons  and  manholes,  new  intake  pipe  at  water 


worka.  In  propositian  Ho.  2,  estisoates  also  covered  4315  feet 
Additional  dou'ble  track  necessary  and  the  ooot  of  raising  the 
P o3i*  Railroad  tracks  4 feet  in  order  to  provide  18  feet  under 
clearance  for  the  subTray,  However^  none  of  these  estimates  ^ 
covered  the  cost  of  lands  and  construction  work  for  yards  re- 
quired thereby. 

The  estimates  submitted  were  as  follovrs: 


proposition  No,  ,1-A, ^351,120; 

' ••  l-B 7 59,440; 

H ” 1-G  •••>••>•  * 616,880; 

( *1  >*  2 • 370 , 860  i 


ali  including  10  percent  engineering  and  c ontingencies . 

m the  submission  of  these  estimates,  our  jia.r.  Smith 
made  the  reservation  that  on  thoroUe?h  examination  of  the  sub- 
way crossing  quickdand  might  develop  to  such  an  extent  as  to 
make  proposition  2 prohibitive*  Also  at  tnat  time  there 
were  no  plans  available  regarding  the  ultimate  layout  of  the 
oreat  Lakes  yards  resulting  from  th’e  adoption  of  the  new  sub- 
way proposition. 

pending  the  submission  of  the  whole  matter  by  the 
P.  M.  Railroad  to  the  U.  S.  Railroad  Administration,  this  yard 
""layout  was  drawn  up  in  tentative  form,  which  j.  believe  throv/s 
additional  light  on  the  final  decision  now  to  be  made  and  the 
various  engineering  features  are  discussed  in  tn.e  following; 

J (jontrolling  (jrades  and  Curves;  A percent  maximum  grade 

of  0.5  percent  to  be  quite  reasonable  for  the  purposes  in  view 
not  only  because  of  limitations  of  motive  power  in  engines 

presumably  to  be  used  for  hauling  trains  prior  to  ultimate 

but  also  by  reason  of  the  fact  that  on  a steep- 


electrification 


jc'age  5, 


er  grade,  trains  will  usually  start  down  hill  against  their 
own  friction  - in  fact  the  grade  if  anything  should' be  lowered 
rather  than  raised.  On  a long  tangent,  this  would  not  be  so 
serious,  but  in.  the  alignments  under  discussion  there  exists 
not  only  the  depression  of  th4  i!‘lint  Hiver  crossing,  but  also 
a relatively  sharp  curve  at  the  p . M.  Crossing  whihh  is  rather 
serious  and  could  only  be  overforae  by  a signal  system,  ^or  any 
norraai  operation,  the  trains  will  be  sure  to  be  locked  at  times 
getting  into  and  out  of  the  Buick  yard,  even  with  the  subway 
crossing. 

The  yard  entrance  curve  of  eight  degrees  as  planned 
represents  a fairly  high  curvature  considering  that  trains 
must  take  this  curve  immediately  after  ascending  or ?3desc ending 
a one-half  percent  grade  1800  ft,  long  inthe  case  of  proposition 
No.  1-A  and  3200  ft.  long  in  the  case  of  the  subway  crossing, 
proposition  No.  2;  in  fact  it  would,  be  highly  desirable  to  re- 
duce the  curvature  in  case  of  the  subway  crossing  where  com- 
plete visibility  for  train  signal  operations  cannot  be  had. 

For  the  contingency  always  presents  itself  of  long  trains 
northbound  being  stalled  in  the  cut  just  before  reaching . this 
curve  and  the  difficulties  with  motive  power  during  winter 
weather  would  thereby  be  multiplied. 

Cuts  and  gills;  In  subway  crossing,  proposition  IMO.C, 

there  will  be  a cut  5300  ft.  long  averaging  7.5  feet  in  depth 
with  a maximum  of  ,20  ft.  in  the  vicinity  of  1 ierson  Road. 

The  extra  land  taking  required  for  sloping  banks  to  minimize 
troubles  from  snow  drifts  will  create  a very  unsightly  condi- 
tion when  the  city  development  reaches  this  district.  Undoubtedly. 


the  open  cut  can  be  Icept  clear  with  sufficient  equipaient,  and 
if  the  situation  warranted,  depressed  operation  within  the 
city  limits  would  be  very  desirable.  However,  with  electric 
operation  ultimately  in  view  in  this  entire  tfreat  Lalces  rail- 
road development,  it  does  not  seem  necessary  to  consider  de- 
pressed operation  at  this  point  as  a vital  factor  where  other 

considerations  are  a/^ainst  it. 

The  drainage  of  the  cut  presents  no  serious  diffi- 

culties,  although  leather  expensive. 

But  the  ma.ttcr  of  quic\csand  through  the  bog  land  in 

the  natural  depression  of  proposition  No.  2 is  still  to  be  deter- 
mined, Surface  indications  are  not  at. all  encouraging. 

The  amounts  of  fill  required  for  these  two  propositions 
on  the  other  hand,  favor  the  subway  crossing.  Thus  at  Plint 
P.iver  the  maximum  fill  is  about  15  ft.  above  high  water  and 
20  ft.  above  land,  with  a short  stretch  of  25  ft,  fill  at  the 
Creek  crossBg.  "In  proposition  No,  l-^  the  maximum  fill  is  24 
ft.  above  high  water  or  about  30  ft.  above  land  through  the  creek 

b ottoma , necessitating  a borrow  pit. 

^levated  Structures;  This  height  of  fill  renders  im- 
practicable an  overhead  crossing  at  Stewart  Ave.  with  0.5  percent 
grade,  as  it  would  necessitate  an  embankment  at  Flint  River 
Crossing  of  50  ft.  and  an  average  embankment ^be tween  Richfield 
Road  and  the  pere  Marquette  railroad  of  possibly  30  ft.  In  any 
event,  such  a long  embankment  built  across  the  natural  channel 
of  city  development  northward  cannot  but  be  .regarded  as  decidedly 
against  proper  city  planning  and  should  not  be  tolerated.  With 
such  a structure  the  trains  could  not  get  down  grade  until  with- 
in 2500  ft.'  of  Carpenter  Road  - that  is,  practically  opposite 


i 


f i <t 


page 


■'v 


i>  the  P.I£o  coaling  station  in  the  laiddle  of  McG-rew  yard, 

Th or QUj^hfare  crossings:  It  is  of  course  important 
to  conserve  proper  street  crossings  looking  toward  eventual 
street  grade  separation.  In  proposition  Uo»  1-A,  St.John  St. 

[ if  extended  would  he  'difficult  to  carry  over.  However,  the 
private  holdings  in  this  territory  seem  to  have  diverted 
St,  John  St,  permanently  to  River  Road  where  an  excellent 
underpass' may  he  obtained  without  much  difficulty.  Two  or 
three  short  streets  in  the  Waterworks  Heights  Subdivision  would 
presumably  be  closed  to  Stewart  Ave . but  remain  open  to  Black  Ave. 
and  River  Road  (Lewis) which  would  seem  to  be  no  disadvantage. 

At  the  Flint  River  a suitable  underpass  for  the  boulevard  is 

I already  provided  for.  Also  at  Richfield  Road  where  the  street 

I 

^ would  be  dropped  four  feet. 


In  the  subway  plan,  ^.roposition  ITo,  2.,  River  Road 
(Lewis)  would  have  to  be  raised  11  feet  to  cross  overhead,  which 
would  require  an  embankment  extending  pra,cticaliy  across  the 
entire  depression.  The  importance  of  this  road  makes  this  ele- 
vation essential  unless  land  were  to  be  condemned  for  an  exten- 
sion of  St.  John  St.,  where  a similar  elevation  would  be  re- 

If 

'■quired  to  cross  over  the  depressed  tracks, 

it  In  proposition  No.  2,  a grade  crossing  is  called  for 

at  the  intercession  of  the  line  with  Richfield  and  Simpkin  St.  - 
obviously  a dangerous  ani  irapossible  situation.  Either  the  track 
would  have  to  be  raised  8 or  10  ft.,  thus  raising  by  a corre- 
|sponding  amount  the  railroad  embankment  well  toward  the  Flint 
iRiver,  or  else  these  two  streets  carried  over  with  a right  angle 
Ijb ridge  22  ft.  above  p':|*esent  level,  which  would  practically  destroy 
^he  frontage  of  a consXd^^^ble  number  of  city  blocks  in  this 


I */.  ■ 1 • 


m 


Ticini‘;y.  Til's  pi^esent  and  future  Importance  of  this  thorough- 
fare should  permit  of  no  such  treatment. 

Great  Lakes  Railroad  Alignment:  proposition  imo,  1-A 

“V 

shovs  a good  alignment  running  north  from  the  hrow  of  Richfield 
Road  "by  an  easy  curve  (three  degrees)  and  grade  (o*5  percent) 
to  the  river  hottoras,  with  a 1300  ft,  level  emhankment  across 
the  flint'  River  and  a 0.5  percent  grade  ascending  to  Harley 
Ave.p  thence  on  a level  with  the  P.M,  Railroad  crossing  and 
eight- degree  curve  into  the  Buick  yards. 

1?^  In  the  suhway  crossing^  proposition  l^o,2,  the 

northbound  descending  girade  starts  about  3000  ft*  below  the 

; 

Richfield  Road,  with  about  10  ft.  greater  depression  at, this 
point,  crosses  river,  bottoms  on  a level  practically  to  River  Road 
without  cut,  thence  on  the  same  level  to  the  p,  M,  underpass, 
thence  curving  northerly  with  an  eight  degree  curve  (O.ia  per- 
cent grade)  to  a maximum  of  20  ft.^  thence  on  an  upgrade  of 
0t,5  percent  on  out.  reaching  the  surface  4000  ft.  north,  oppo- 
site the  p.  M.  Railroad  coaling  station. 

Pere  Marquette  Railroad  Alignment:  The  Pere  Marquette 
main  line  reaching  flint  from  the  south  descends  Into  the  city 
on  a long  grade  of  0.5  percent,  then  descends  from  the  river 
crossing  to  St.  John  street  on  about  the  same  grade,  thence 
flattens  to  a 0,2  grade  as  far  as  Hamilton  St,,  thence  rises 
on  a .32  grade  to  the  Leith  St.  subway.  This  grade  continues 
north  of  Leith  St.  to  about  Black  Ave.  farther  north,  the  grade 
flattens  out  to  practically  a level  into  the  McGrew  yard.  It 
will  be  noted  that  the  P.M.R.R.  grade  through  the  North  flint 
yard  is  somewhat  below  the  critical  grade  for  standing  cars. 

The  proposed  elevation  of  the  p.M.R.R.  tracks  four  (4)  ft.  in 


)■»“'  f T»'l|' 


page  9 


th«  neigh^jorhood  of  the  suhr/ay  crossing  will  in  fact  result  In 
filling  a slight  depression  in  the  p,M.  trac'ks  at  this  point 

I 

and  improve  the  pierson  Road  cross ing„  also  put  the  ilcGrew  yard 
on  a levsl,^ 

yroDi  this  data  it  will  be  seen  that  with  the  Stewart 
Ave*  grade  cros'sing  there  will  he  2500  ft.  clear  switching 
room  north  of  the  BuicTs  yard  switch  and  on  an  0.3  grade ^ which 
grade  would  in  fact  he  useful  in  reversing  train  movement, 
north  of  the  Stewart  crossing  there  would  he  practically  the 
same  distance  mostly  on  a level.  This  drill  space  would  ob- 
viously accommodate  trains  ^■of  from  40  to  50  cars,  which  would 
he  more  than  ample  for  classification  operations. 

Buic)t  Service  Yard:  The  switching  operations  in  the 
Buiclc  plant^are  largely  conducted  in  the  P,  M, 'south  yard  or 
reservoir  yard  between  St.  John  Street  and  Hamilton  Ave.,  a 
distance  of  2800  ft.  Make-up  and  break-up  of  road  trains  are 
then  largely  carried  in  the  north  yard  about  3500  ft.  in  length 
and  particularly  for  movements  to  and  from  the  south.  Train 
movements  to  and  from  the  north  make  use  of  MCOrew  yard,  which 
is  4300  ft.  in  length.  This  North  Flint  yard  is  accessible 
from  the  Buick  tracks  from  north  and  south,  do  that  practically 
no  classification  switching  has  to  be  done  on  the  Buiok 
property.  In  fact,  long  cuts  from  Buiok  docks  and  platforms 
may  be  and  are  hauled  north  to  McGrew  for  road  delivery 
classification.  It  thus  appears  that  railroads  serving  the 
Buick  works  are  expected  to  do  their  classif icati on  outs ide  of 
the  industrial  area. 


«r»f 


page  10 . 


Great  Lakes  R.R.  Yard  plan;  We  now  come  to  tne  most 


important  consideration  - the  possibilities  of  the  Great  iJakee 
yard  layout.  In  the  original  Great  Lakes  alignment,  along 


ii’lorlda  Are,,  the  Great  Lakes  anticipated  movement  into  a 
stub  yard  lying  between  Stewart  and  Pierson  Aves,,  approxiioately 


2500  fto  in  length,  longest  tracko  In  this  yard  trains  would 
be  broken  up  and  hauled  south  by  switch  engines  to  the  Buick 
industrial  tracks.  Land  was  purchased  parallel  to  the  To  M, 
R,H.  suitable  for  20  tracks  and  utilizing  efficiently  the 


entire  area  west  of  Cameron  St.  and  premier  St.  relocated 
parallel  theretOo  However,  this  location  presented  the  great 
drawback  from  the  city*s  standpoint  that  the  throat  of  the 


yard  was  located  at  Stewart  Ave.,  so  that  all  switching  would 
have  to  be  done  across  this  important  thoroughfare.  This  defect 
seems  vital  and  if  for  no  other  reason  would  have  necessiated 
the  abandonment  of  the  5'lorida  Ave,  crossing. 


in  the  Stewart  Aveo  alignment  later  recommended  as 


proposition  No,-  1,  t-he  yard  layout  was  greatly  modifiedo  in 
this  plan  the  yard  is  extended  north  of  Pierson  Road,  into 
the  Pierson  and  Gracelawn  Cemetery  tracts  with  the  south  throat 
a short  distance  south  of  Wager  St.,  leaviiig  approximately 
1000  ftc  drilling  space  between  the  throat  and  Stewart  Ave* 

In  this  plan  the  break-up  is  contemplated  to  be  done  at  the 
"north  end  of  the  yard,  which  would  require  a drill  track  about 
2 500  ft.  north  of  the  north  yard  throat.  Assuming  a yard  with 
standing  tracks  capable  of  holding  50  car  trains,  which  would 
appear  to  be  ample  for  the  requirements  of  this  district,  this 
would  require  right-of-way  to  a distance  of  nearly  a mile 


page  11 

north  of  \vo.ger  St,  or  over  IsS  miles  north  of  the  PJ£,, 

North  Flint  yard  throat,  provided  full  length  trains  nert 
handled  in  this  roa'nner.  However,  it  would  appear  quite  feas- 
ible to  shorten  this  right-of-way  areaj,  if  trains j after  pulling 
north  around  the  Stewart  Are©  curve  could  back  solid  into  the 
Buick  docks,  for  which  approximately  2500  ft.  would  be  avail- 
able on  this  movement  for  standing  trains  before  reaching  the 
Buick  industrial  tracks. 

In  other  words^  with  this  reyerse  movement  in  full 
trains,  it  would  be  possible  to  restrict  the  Great  L^-kes 
yard  area  to  a point  not  more  than  2500  or  3000  ft.  north 
of  the  P.M,  R.R.  crosshg  - i.e,,  to  about  500  ft. north  of 
plerson  Road.  However,  as  some  leeway  would  be  desirable  at 
the  north  end,  it  is  probable  that  such  a yard  would  be  extendSd 
with  drill  tracks  as  far  north  as  the  Gracelawn  cemetery  tracks, 
that  is,  1300  ft.  north  of  pierson  Road,  buch  a yard  could  be 
worked  reasonably  well  from  both  ends,  either  landing  full 
length  trains  in  the  Buiok  yard  or  breaking  them  up  in  this 
"Pierson  Yard"  for  delivery  in  platform  or  dock  order. 

The  yard  layout  required  for  the  subway  crossing, 
proposition  No,  2,  is  quite  a different  matter.  In  this  plan, 
the  Great  lakes  right- of «way  would  by  necessity  have  to  be 
extended  folly  4000  feet  farther  north  and  at  least  2500  ft, 
beyond  the  North  pierson  yard  switch  for  the  reason  that  no 
reverse  movement  v^ould  take  place  for  delivering  solid  trains 
into  the  Buiok  plant  immediately  after  crossing  the  p.Il.R.R, 
right-of-way.  As  before  stated,  the  tracks  in  the  depressed 
cut  come  to  grade  4000  ft,  north  of  the  p.  M.  Crossing  - 
that  is,  approximately  opposite  the  P.l£,  coaling  station. 


•JT” 


♦ r . 


pa.g«  12 


A full  length  train  standing  at  this  cut  troiild  therefore  tie 
ohliged  tp  run  at  least  500  ftc  north  of  Carrollton  Road, 
or  a total  of  10,700  ft.,  ever  two  miles  north  of  the  p.  M. 

?Tcrth  Flint  yard.  ' In  other  words,  the  total  yard  arrangement 
necessitated  by  this  subway  plan  would  require  a right- of-r, -ay 
about  three  times  the  average  length  of  the  entire  McGrew  yard, 
as  it  exists  at  present,  which  is  5600  ft.  long. 

These  conclusions  are  iKorne  out  by  the  tentative  yard 
plan  submitted  by  the  Great  Lakes  Co.  in  which  the  land  hold- 
ings required  therefor  are  over  three  times  the  area  originally 
considered  at. the  Flbrida  Ave,  location,  comprising  a'main 
double-end  yard  5200  ft.  in  length  with  roundhouse,  coaling 

station  and  repair  tracks  at  the  north  end  and  drill  tracks 

orth  , 

extending  far/as  Carpenter  Road.  At  the  south  end  of  the 

yard  lOCO  ft.  drill  space  clear  of  Stewart  Ave.  is  provided  as 
previously  stated. 

In  order  to  carry  out  this  yard  arrangement,  3t 
will  be  necessary  for  the  G L.  R.R«  to  acquire  from  the  P.  H. 

R.R.  a 100  ft.  right-of-way  for  its  depressed  cut  from  the  sub- 
way crossing  north,  practically  to  Carpenter  Road  and  in  addition 
a 200  ft.  strip  from  the  Pierson,  Gracelawn  Cemetery  and  p*H.  R.R- 
lands  extending  3900  ft.  north.  It  is  understood,  howsver,  that 
the  r.K.  R.R.  has  agreed  to  sell  the  land  required  to  the  g.L.R.R- 
at  reasonable  cost. 

With  this  yard  layout,  the  only  possible  method  of 
operation  would  be  for  all  trains  to  head  north  to  carptenter 
Road,  thence  reverse  to  the  Buick  plant,  a-s  fijll  trains,  or 
break  up  in  the  pierson  yard.  Vice  v jrsa,  all  outbound  trains 
from  the  Buick  plant  would  be  made  up  In  the  pierson  yard  and 


IE 


■I 


page  IS 

headed  up  at  Carpenter:  Road  with  the  road  engine  coupled  on 
St  the  top  of  the  cut.  The  mechanical  operation  of  the  yard 
of  course  presents  no  difficulty,  hut  the  very  heavy  capital 
expenditures  reauired  for  such  a layout  should  ohviously  he  given 
due  weight  and  consideration  in  the  final  decision  as  to  the 
merits  of  t^e  two  crossings  known  as  propositions  1 and  2, 

Relation  to  City  Plan;  An  important  feature  which 
should  not  he  lost  sight  of  is  the  undesirability  of  undue 

y 

expensjpn  in  railrosd  yard  ares-  in  the  district  surrounding 
the  Buick  industries.  These  industries  are  so  large  that  the 
iminediatc  vicinity  will  undoubtedly  he  required  for  proper  hous- 
ing facilities  and  in  fact  this  district  of  ijorth  Flint  is  expand- 
ing rapidly  in  this  manner.  It  is  understood  that  in  the  blocks 
hounded  by  piersen  Roadj,  Marengo  AvCcs  Sanford  St.  and  premier 
St. 8 City  school  grounds  have  already  been  laid  out.  Although 
other  grounds  could  easily  he  substituted  therefor,  it  is  quite 
evident  that  the  districts  north  of  Stewart  Ave,  on  both  sides 
of  Saginaw  St,  are  destined  for  housing  development.  If  this 
part  of  the  city  were  so  situated  and  of  such  a character  as  to 
lend  itself  readily  only  to  industrial  and  railroad  development, 
there  would  be  little  reason  in  restricting  railroad  occupancy. 
However,  in  the  case  of  the  G.L.  R.R..  ample. iands  have  already 
been  secured  at  Crago south  of  the  city  for. a large  holding  and 
break-uj?  yard.  In  this  north  vicinity  therefore  it  would  seem 
desirable  to  encourage  the  G.L.  R.R.  to  restrict  its  yard  area 
to  the  smallest  possible  extent  consistent  with  economic  handling 
of  the  Buick  business,  and  from  tills  viewpoint  the  yard  arrange- 
ment necessitated  by  the  subway  croesing,  proposition  Ro,  2,  would 


f T’  ifr’*  'P'f"' 


page 


eeem  to  te  a step 'in  the  wrong  direction* 

conclusions : in  view  of  the  facts  and  conditions 
above  cited,  the  real  necessities  of  railroad  operation^  the 
interests  of  the  city  in  its  probable  development  and  the  remote 


possibilities  of.  traffic  congestion  at  the  Stewart  Ave«  crossing 
f ormerly  recommendedi,  it  is  believed  that  the  advantages  of 
the  subway  crossing,  proposition  No. 2,  are  entirely  outweighed. 
While  the  subway  crossing  on  the  face  of  it  appears  to  cost  only 
$20,000  more,  this  would  be -entirely  lost  in  the  excess  costs  ^ 
of  the  lands  and  construction  which  would  be  required  for  the 
working  yards  under  this  plan.  To  be  sure,  the  subway  plan  should 
be  credited  with  the  operating  expenses,  maintenance  and  re- 
newals of  the  inter-locking  plantat  Stewart  Ave.  (capitalized 
at  5 or  6 percent) , but  on  the  other  hand  it  should  be  heavily 
r debited  with  the  cost  of  snow  removal  and  drainage,  which 
»■  would  be  a very  considerable  item,  and  the  cost  of  additiojal  ^ 
haul,  which  would  manifestly  outweigh  many  times  the  expense 
of ^operating  the  inter-locking  plant. 

It  is  not  believed  to  be  a justifiable  argument 
that  the  future  increase  in  traffic  over  this  interlock  will 
-presumably  reach  such  a point  as  to  cause  serious  congestion, 
prior  to  the  development  of  rhe  G.L.  R.R.  entrance,  the  p.M. 

P. .P-.had  made  definite  plans  for  a freight  cut-off  around  the  City 
of  Flint  through  the  so-called  lastside  industrial  District, 
and  in  fact  the  city  plan  Commission  had  made  definite  arrange- 
ments at  considerable  expense  for  encouraging  the  building  of 
this  cut-off  by  providing  for  the  right-of-way  required  through 
the  most  expensive  territory  at  reasonable  cost.  Furthermore, 

^In  the  development  of  this  Eastsjde  industrial  District  the 


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page  15 


P.M.H.R.  were  accorded  a preferential  position  as  to  location 
adjacent  to  this  District.  Subsequently  the  P.Ii.  R.R.  apparently 
abandoned  this  cut-off  project,  although  the  necessity  for  its 
construction  was  as  pressing  as  erer  and  will  continue  to  be 
more  so  in  the  future,  involving  as  it  does  the  problem  of 
traffic  obstruction  on  the  various  street  grade  crossings  with- 
in the  City. 

In  spite  of  this  withdrawal,  the  City  plan  Committee 
has  in  fact  still  reserved  for  the  p.M.  R.R.  or  any  other  road 
entering  Flint  a 100  ft.  right-of-way  through  the  territory 
originally  accorded  to  tliem  parallel  to  the  right-of-way  re- 
served for  the  G.L*  R.R.  in  the  plans  herein  discussed  and 
is  supporting  the  carrying  charges  thereon. 

It  is  therefore  concluded  thatp  considering  the 
question  from  the  broad  standpoint  of  City  policy,  the  original 
alignment  recommended  by  Bion  J,  Arnold  on  October  20,  1917 
(drawings  900-74  and  75),  should  be  adhered  to,  permitting 
the  G-.L.  R.R.  to  cross  the  right-of-way  of  the  P.M.  R.R. 
grade  just  north  of  Stewart  Ave.  and  midway  between  the  North 

Flint  and  McGrew  yards. 

Respectfully  submitted . 

(Signed)  J«  R,  BIBBINS, 

ENGINEER  Representing 

Bion  CT.  Arnold. 


APPEm)IX  no...  z * 
Charter  Amendsnents  c 


Noveraher  5,1913^ 

■J.  P,  Port,  Vice  Chairman* 

City  Plannii^  Commission, 

Plinth  Michigan."  ^ 

Sr.*",  ^ f.''i  1:;  < 

- ■ ...  iU  ■■' 

“r  _ ’ k ^ • 

I have  heen  in  touch  with  Mr,  Nolen  on  the  matter  of  de- 
sirable features  for  inclusion  in  the  revised  charter  and  while 
he  has  not  indicated  definitely  the  scope  of  what  charter  pro- 
visions he  would  desire,  I gather  that  he  is  quite  in  agreement 
with  us  here  - viz  ,.,  "fehat  the  chs.rter  should  be  an  enabling  ac  v 
rather  than  an  attempt  to  specify  with  great  definiteness  a pro- 
gram of  public  i:nproveraents. 

Having  thought  over  the  various  angles  of  these  char- 
ts” provisions,  I have  drafted  the  enclosed  suggestions,  which 
are  primarily  Intended  to  give  the  City  Planning  Commission,worlc- 
in^'  in  co-ordination  with  the  council,  Pepartment  of  Public  Works 
or'"Public  Service,  as  the  case  may  b^,  broad  powers  "to  consider, 
plan  and  initiate  proceedings  before  council  and  by  referendxnn 
on  transportation  matters," 

These  suggestions  purposely  avoid  definite  commitments 
along  a rigid  program,  but  I believe  the  powers  tiiereunder,  if 
f granted,  would  enable  the  City  to  control  its  own  destiny  to  a re- 
markable  degree.  I am  forwarding  a copy  of  these  memoranda  to 
I J<ir.  Nolen,  w4th  the  suggestion  that  he  aiiiplify  them  or  supple- 
ment them  specifically  in  regard  to  City  Plan, 

We  reached  the  conclusion  that  a definite  railway  plan 
should  not  be  written  into  such  a charter,  and  this  more  or  less 
holds  to  the  same  degree  with  the  City  Plan.  On  the  other  hand, 
If  the  City  Planning  Commission’s  hands  are  upheld  in  the  evolu- 
tion of  the  City  Plan,  it  wou3.d  seem  to  me  that  much  conflict  of 
authority  and  controversial  delays  v/ould  be  avoided.  This  con- 
clusion is  based  upon  the  evident  fact  that  no  man  is  wise  enough 
to  see  far  enou^  into  the  future  to  work  out  any  plan  of  civic 
development  which  is  to  be  rigidly  adhered  to.  Eve^  such  pro- 
gram should  be  flexible  enough  to  make  it  possible  ^or  contin- 
ued improvement  and  modification,  especially  in  a city  enjoying 
such  extraordinary  development  as  Flint. 


Very  truly  yours, 

J.R.  BIBBINS,  ENGIi^R, 
Representing  Bion  J.  Arnold. 


.w 


v?:2:j:rzT ST^^ir^:^"T  oiL  'Chaster 

^ I'ojLPi.:?^  Pla.nnin.g:  Board'.Plint  Jlichigan. 

\ Broad  Po^yer  to  consider,  plan  and  initiate  proceedings 

1 ceiors  council  and  by  referendum  on  transportation  natters. 

I (a)  To  secure  continuously  proper  transportation^ develop 

T ment  ’Sitlain  Plint  and  '■  ^ 


lies  outside  commensurate  with  the 


sconomic  growth  of  the  District* 

I (b)  To  provide  entrance  for  new  railroad  or  electric  rail- 

waj'’  connections  for  passenger  and  freight  service  under  terms  and 
I restrictions  adequate  to^  the  City's  needs » 

(c;  To  secure  diminution  and  ultimate  abatement  of^^rail- 
f*road  operation  over  important  public  thoroughfares  and  through 
I sections  of  the  city  the  growtli  of  which  will  be  controlled  or 
retarded 


by  such  operations,  by  means  of  grade  separation,  cut- 
off lines,  or  both, 

(d)  To  establish  new  industrial  districts  and,  restric- 

tions with  regard  to  industrial  and  railroad  occupancy  and  switch- 
ing servTice  therein.  . 

(e)  To  develop  proper  locations  and  provide  for  adequate 
railroad  switchijig  and  classification  yards,  interchanges  and 
engine  terminals  suited  to  railroad  needs  and  secure  gradual  re- 
cession of  these  operations  to  points  outside  of  districts  of 
the  city  injured  thereby. 

To  create  and  continuously  promote  the  principle  and 

..  . • L.  A-  ^ ^ 


the  Public  Service  Belt  Railroad  in  Plint  for  en- 


(f) 

realization  ox  — — 

couraging  Hie  de-centralization  of  industrial  development,  pro- 
viding full  equality  and  neutrality  of  railroad  interchange, 
switching  and  freight  sen^ice  by  all  roads  and  reirioving  inequit- 
able economic  barriers  to  the  encouragement  of  new  roads  desir- 
ing to  enter  the  Flint  district  or  the  desirable  rearrangement 
of  e-'iisting  railroad  facilities. 

(g)  To  develop  ultimate  Union  Passenger  Station  facili- 
ties for  roads  entering  Flint  and  cent.i'alise  also  electric  in- 
tcrarban  station  traffic  both  passenger  and  freight. 

(h)  To  provide  for  continuous  development  of  the  local 
transportation  system  along  broad  lines  and  in  har^^iiony  with  the 
City  Plan  (as  the  same  my  be  perfected  from  time  to  time)  secur- 
ing thereby  the  most  favorable  facilities,  service  and  expansion 
(within  proper  financial  limitations)  and  distribution  of  such 
service  throu^  the  imr.ortant  city  streets* 

(1)  To  develop  the  most  favorable  ineans  for  electric  in- 
t erui'baixc  to  expand  and  co-ordinate  their  respective  services  and 
at  the  same  time  secure  progressive  abatement  of  heavy  interurban 
traffic  on  the  public  streets. 

, * (J)  To  facilitate  the  execution  of  various  City  Planning 

{.projects  essential  to  tlie  improvement  of  transportation  such  as 
';new  bridges  on  lateral  transit  routes , street  extension  or  re- 


m 


■ 71'  ^ ■ 


TABLE  or  GOIITS^^ . 


.ORGAUZnTIOlT  Qg-FLI^rr  XlTOSTRXAL.Tg!LT  RAJI^QAL ; 

V Object  of  Plan*  .b ' 

JV;  Extent  of  East  Side  Iniust.rial  Bistrict^, . . . . 
.'•  GonstruLC tiotJ  Tk  invo?vVt2a*  . . ^ • 

tiled  of  Op e?rp tion* •••4-****«**»»»‘  - 
Organiiiaticn  of  Belt  Line  Operations... 

Besu; r iption  of  Belt  L.ln.’}^ ^«*****<»*»**»« 
Proposed  Assignment  of  Rights-of-^Way* • * 
Supplemental  Discussion  o « 

Expansion  of  District o .. 

Treatment  of  ^^ertern,  Road^  ........ 

Sug'-eated  Layout  of  Industrial  District 
Extension  of  McGrev;  Yard.. 

C 0 1 e t e Be  1 1 L i n •> ....  ■ 

Grade  S^parstion  - ...  * 

AIPEl^lX  • CONTRACT  AGKSEIIE'’^ : 

OP  CQXvTHACTS  AHD  DEEDS; 

.FIRST  DEEDS  OP  TRAHSFER: 

1,  Switching  Seirrice.  .. 

2 . interchanges  ..... 

3.  D:'.’»’‘iniori  of  Cosb  . , , . . * . 

/ A,  Proper  Location  of  Crossing 
5.  Through  and  Switching  Trr.elc?? 

6 » Main  Line  Cro^siiigs 

7,  Uiiiyersa'  Switching  Servloe . . , . . . 

8.  Reascnahle  Tariffs-  •••••..»**•»- 
9 ^ Charges  A.heo  rbe<^  ••**«<•*«-•**••••  • 

- 10.  Arbitration  of  Disputes. 


. a » « • o . .>  a ft  < ' » 

«»•#•«»  ft. 


« ft  > 


11  For:-'.)  or  iSotive  Bows  . . . 

12ir  Extenaion  of  Paoilitieo, 

1 1 S epa rat  e Ac cour4  i i'ig  ^ v ..  -•  - 
14.  Corple^icr.  of  Bolt 
1 5 G-rrat  Lahes  Joint  Rights  . 

16 . Combined  Bridge - 

17  Great  Lahes  Land  Compensation. **•«**..  .-te******* 
18.  1‘i^it  of  Eecourse » .♦  o • . * 


. 9 1 ■*•'*.*.•*■  * * . • 

1.  J »•••♦*♦•». 


t*C*4*«««  *««*«*<  *»«««• 

'wrlUDEfTAL  ESCrOT  AapEEIiEET . 


ft*  ftftf 


^ . 

EiCHi: 

lib:' 

Erontlouiece  - 

Soh.'??';.at3.c 

DwCiibl-^  1 

Ti'pic^.l  B 

Ij-'lblt  2 a' 

■ T^picnl  1: 

A''-  ’ 

IrVt*  . 

TRAHSKITTAL; 

fc>v  Rsyiew  of  Proceedings  and  Developments, ^ 
■l-l ; r.v  Belt  Li  he  Plans  X..  Y and  Z 9..  ,.9  •.••»-•••«■*  - 

analysis  of  felt  LI HB  PROJECT: 


26 


0^ 


O' 


2 


00 


5i 


I V>r; 


TracL  Layout 


’>  Line , 

• DiS'ri' 

...  u/  J-  ■ •' 


B I o N J.  Arno l d 


- j ^ ,,  j 


105  South  LaSalle  Street 
Chicago 


'K'. 


'ij?  . 


K-ty  16^  3 919 


tile.'**  3£ayor.,  and 
V i c e OiXA  i r.iia'n ,, 

-1=  . 1. 


^lii! 


Ger: 


%r  r • Do  -t 


UlO  J}J‘. 


proper  ietliodr!  fo*  ' r- ati -og  nfrW  Industrial  f'^c  ill  ties  for 
the  u.ty  rtf'  i'iint,  as  follows; 

1 The  Per©  Ilarquett©  ■Ha  ij  ' cut-off  > 
iicGrew  to  Grand  Blano , 

2 The  Flint  & Great  Lakee  Kajlroad  ear- 
Tice  en tragic e- 

_ 3 Iha  or^nisation  .of  tile  Kiiat  Industrial 

/:£elt  Line.i 

J . • 

. 4>  The  estallith:  .enb  of  the  ii  ist  Side  Indus- 

[ trt.al  District 

. 

I la  resuming  thesa  negotiations^  your  consultant 

I vat:  presonted  hy  lir.  J Ro  Blbhins  at  the  following  con- 

; ' rith  ,:^e  ua3c  or  the  Fere  Ur.rquette,  Grand 

Trunl;  a,:. 


j|4- 

t 


t La’cas  Rr^f  l 


'dads 


m 


:*K<- 


, r-v 


i.d  v ix  X' 


rougr 

is 

M: 

Jii 

dis- 

If 

ly 

Jil 

! Ilifc 

tnc 

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lli 

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Detroit  - April  16  and  17; 

*»  ..  May  2 " 3 • 

At  tiiese  conferences,  all  the  matters  above  enuri« 
erated  were  reconsidered  ^ novo.,  and  this  interim  report 
Is  designed  to  place  your  engineers  on  record  for  your  guid- 
ance in  further  concluding  negotiations* 


Review  of  Proceedings  and  Developments.: 

In  the  preliminary  report  of  Mr.  J.R.Bibbins, 

I 

August  31,  1918,  the  various  facts  and  points  then  in  con- 
troversy were  reviewed  in  considerable  detail*  Briefly,  the 
proceedings  have,  to  date,  taken  the  following  course; 

1,  The  Pere  Marquette  cut-off ’“line  was  the  first 
to  be  given  consideration  in  •toe  course  of  toe 
' general  development-  of  the  railroad  terminal 

' . situation.  The  logical  nature  of  this. cut-off 

line,  as  a means  of  reducing  railroad  movement 
through  the  center  of  "the  city,  had  long  been 
appreciated  and  toe  need  for  it  became  more 
pressing  as  "the  transportation  conditions  dur— 

w.  ing  the  war  grew  more  acute* 

2*  In  the  meantime,  “the  Plint  Sc  Great  lAkes  ^il- 
road  had  purchased  the  major  part  of  a private 
right-of-way  entrance  into  the  Gilkey  Creek 
bottoms,  which  development  was  fortunately  ar- 
rested when  it  became  evident  that  "this  rail- 
road facility  would  permanently  interfere  with 
the  proposed  Park  extension  plan  of  toe  City 
of  Flint. 

3.  The  Dnion  Belt  Line  terminal  idea  was  thereupon 
taken  into  consideration  by  your  Corami  ssion 
and  the  city  authorities,  with  a view  to  nego- 
tiating a general  co-ordination  of  railroad 
terminal  facilities  for  Joint,  impartial  use 
by  all  existing  roads  and  any  other  roads  de^.* 
or  requested  to  serve  the  City  of  Flint 
in  the  future. 


•■‘i'V'-'.  ' 

4,  An  equiralent  right-of-way  for  the  Great  Lakes 
Railroad,  in  compensation  for  the  obj ectionahle 
private  right-of-way,  was  then  allotted  to  the 
Great  Lakes  Railroad  by  Mr.  J.D.Lort  and  asso- 
ciates through  the  large  unsettled  tract  known 
as  the  Bast  Side  Industrial  District,  which 

had  been  held  by  them  for  some  time  for  the  pur- 
pose of  securing  new  industrial  development. 

This  right-0 f -way „ as  originally  assigned, was 
located  along  the"  extreme  eastern  border  of  the 
District  reservation  (l/8th  Section  Line)  with, 
an  additional  right-of-v/ay  next  west  thereof, 
assigned  to  the  Pere  Marquette. 

5,  Thereupon  ensued  a period  of  negotiations  hing- 
ing upon  what  might  be  termed  "preferential  lo- 
cation*^ as  to  the  relative  opportunity  offered 
to  the  several  roads  for  sesrving  the  adjacent 
Industrial  District  reservation  and  as  to  the 
manner  in  which  the  City  could  insure  an  "open 
door"  policy  as  regards  any  road  desiring  or 
requested  to  serve  the  District  in  the  future. 

6,  The  Flint  & Great  Lakes  Rs.ilroad  first  made  a 
definite  proposition  for  development  of  its 

ri ght-o f-v/ay  as  a part  of  an  ultimate  Belt  Line 
and  v;as  willing  to  undertake  neutral  service  and 
interchange  with  all  roads,  with  ultimate  elec- 
trification, andfl  upon  assurance  from  your,  Com- 
Fiittee  and  your  Engineers  thst  the  plan  was  rea- 
sonable* the  Great  Lakes  Railroad  proceeded  with 
and  actually  acquired  most  of  the  remaining 
right-of-way  necessary,  including  extensive  ter- 
minal lands  in  North  Flint  and  at  Crago.  This 
company’s  total  investment  aggregates  nearly 
$140,000  to  date. 

7,  The  problem  of  crossing  the  Pere  Marquette  tracks 
in  North  Flint  at  grade  vs.  a grade  separation, 
which  was  presented  tO’  and  considered  by  the 
Michigan  State  Railroad  Commission,  proved  a' ser- 
ious obstruction  to  this  plan.  Your  chief  con- 
sultant, Mr.  Bion  J.  Arnold,  in  conference, pro- 
posed and  recommended  a grade  crossing  of  the 
pere  Marquette  by  the  Great  Lakes  line  Just  north 
of  Stewart  Ave.  and  midway  between  the  North  Flint 
and  McGrew  yards,  leaving  ample  room  on  either 
yard  approach  for  unobstructed  switching  movements 
this  rfecomrnendaticn  being  made  before  the  Railroad 
Commission  on  October  20,  1917.  At  later  hearings 
alternative  grade  separations  were  proposed  by  the 
Pere  Marquette  and  a re-study  was  made  by  your 
ei^glneers,  resulting  in  a confirmatory  report  of 


August  SI..,  ^ Bibbins,  again, 

recommending  the  Stewart  Ave.  crossing,  Tne 
matter  was  then  reported  to  have  been  taken  under 
advisement  by  the  United  States  Railroad  Admini- 
etration^  and  subsequently  the  Michigan  State  Rail- 
road ConnnisBion  held  that  a grade  crossing  would 
not.  be  tolerated 


L 


With  the  conclusion  of  the  European  war  and  in 


view  of  pressure  of  pending  industrial  development,  the  en 


i 


tire  ma.tter  wa.s  taken  under  consideration  by  all  parties  con 
cerned*  As  a result  of  the  recent  conferences  above  men- 
tioned, your  engineers  then  formulated  and  submitted  for 
discussion,  three  distinct  plans; 


" PLAN  Flint  & Great  Lakes  Railroad  to  organize  the 

Be3.t.  Line  service  and  become  the  neutral  terminal 
agency,  with  reserve. tion  of  right-of-way  for  the 
Pere  15arquette  cut-off  and  entrance  of  other  roads 
desi'Ting  terminal  facilities'  in  Flint » 

PLA.N  y ^ All  roads.,  existing:  and  future,  to  organize  and 

jointly  own  and  operate  the  Belt  Line  terminal  ser- 

y-- 

vice  on  a usage  or  other  equitable  basis;  ell  main 
line  switching  movements  to  be  done  in  the  outer 
yards  and  the  City  relieved  of  existing  switching  obstruc- 
tions, Important  features  of  this  plan  were;  con- 
solidated rights-of-way,  and  a Union  Bridge  over 
the  Flint  River,  with  possible  addition  of  city 
highway  facilities  between  Water  Works  Park  and  East 
Side,  with  an  incidental  large  saving  in  total  c.ap- 
ft.  ital  expenditures. 

PLAN  Z,  The  Pere  MaraTictte  P^allrcad.  to  build  .end  operate 


its  sut^otf  1 ne  and  orgjaniaea  finence  and  operate 
the  Flint  Belt  Line  «3  a single  neutral  agency  for 


r ' 


all  carrier  rf'ads^.  Ineluding  the  Flint  p.nd  Great 
Railroad  connecting  irttb  the  2Sichigan  Cen- 
tral at  Ox:&>rd  This  plan  provided  far  a.  separate 
Great  Lakes  e-  ectric  right 'Of-’iray  along  Western 


Hoad  with  a jo;nt  bridge  over  the  Flint  Hirer  for 
steam,  el^ctrl  and  highway  traffic;  also  for 


adequate  compensate,  on  for  the  Great  Lakes  present. 
>n**oetment 


[.  45  a resn 


■last  derelopuients,  briefly  noted 


above ^ and  the  essentt^a?  reede  of  the  present  situation  in 
the  more  definite  oo- operation  by  all  parties  in  interests  i'^ 
is  thopf^t  besta  In  the  present  instance^*  to  dsrel.op  fully 
herein  the  theory  and  provisions  of  the  last  named  plan  (Plan 
Z'%  to  which  this  report  is.,  tr  effect,  addreosedv 

Z_p  the  appended  pages  11  be  four''  a.n  analysis 
of  the  operating  and  construction  features  of  the  Belt  Lins 
project  and  a tentative  draft  of  clauses  for. the  proposed  Con- 
tract Agreement 5 to  I'onder  the  Belt  Lin©  plan  practically 
effect*. ve„  These  clauses  illustrate  the  general  principle? 
and  theory  of  th©  Belt  Lins  Plan,  based  up  . n the  development? 
d-’scusslors  and  tenatlve  understandings  of  the  various  con- 
ferences held  in  the  past  ^-wo  years  on  this  subject.  The 
objec'  ■-'VP  been  to  secure  a fair  and  equitable  working  arrange 
aent  suited  to  the  present  desire  of  the  City  of  Flint  fo- 
isHiedlavo  action  and  still  sufficiently  flexible  so  as  t'!  en- 
able the  Belt  Line  plen  to  be  cxi^anO-ed  gradually  ■'nto  t-ho 


l*agc 


tTo&d  modern  conception  of  city  Terminal  service,  under 
economio  conditions  bo  static  as  to  render  it  a matter  of 
complete  indifference  whether  the  terminal  property  is 
financed  and  operated  ty  one  or  Hwre  railroads,  ty  the  City 
of  Flint,  or  ty  the  Industries..  •. 

^Respectfully  submitted. 


1 


Wv 


, 'vv  • 

:aVi>'  . . . 


BION  J.  ARITOID, 


ill! 


['H  ■ 


'Vf 


♦^1 


is 


^ •• 


.»  Wi 


PaW 


’i.! 


■/’.J 


fir 


07  ^ FLIIJT  THDUSTKIAL  PELT  RAlLRQjM) . 


(/% 


►j’l  .' 


% 


( Pere.  Hargtjet^ 


Lroad.  OyeAtOT.) 


i^-  ' '■ 


1 ' 


^■'  ji' j LSk&i?  .«. 


THE  OBJECT  OF  THE  PLAH^  in  general  tejme,  may  be 


* 

:oteted  as  follows 

w:Sf:"  6); 


m 


''V 


1,  To  create  proper  conditions  as  to  railroad  and 


switching  service  under  which’^the  proposed  industrial  devel'> 


L .^''/i'onmcr.t  east  of  Flint  may  be  immediately  undertaken  by  the^manu- 


r ^facturing  interests 
ffi 


fi  •>  ■ •-  .zj  • r a'  i ' 

■ 'i;  ‘ 


2.  To  relieve  switching  traffic  on  existing  rail- 


I ' MM  ^ 

lad*' licee,,  city  yards*  interchanges  .and  etreet*icrossings  and 

^ ^.;  ft  ' '5  . 


.p  • 


^ ' gp('  i\f  ;j*  a,  - 

paovide  a BuitaTsle^^outlet  for  future  railroad  expaneion. 


rlr^  ‘^■*' 


3*^  To  establish  the  nucleus  of  a feasible  Belt 


Switching  Line  connecting  the  industriar  centers  of  Flint  and 


giving  Central  seirice  thereto  under  a unifom  system  of  car 


deliveri  es' and  switching  charges*  to  which  Belt  Line  and  in- 

' <,i  pi' 


\r  ■'  :r 

o'  fc.  •, 


due  tries  tributary  ^ereto^,  all  roads  serving  Flint  would  have 
^ ^,nnimpeded  'access . 


ill 


4 ’V 


EXTENT  OF  EAST  SIBE  IITDUS TRIAL  DISTRICT; 


■TJ 


IN 


A rectangular  strip  of  land  1380  feet  wide,  extend- 


Ing  'east  of  Western  Road  to.  the  1/8 th  Section  Line,  and  from 


Crago  Junction  north  to  Bickford  St.  (Delaware  Ave.),  and  cer- 


« 


w 


tain  controlling  tracts  of"^  double’* width (2640. ft.)  at  Crago. 

a 


w* .. 


Grone  area g,-'  19,000,^000  Bq,ft.  , 
Unable  area  for  sites  • 14^000,000  sqeft, 

' I 


n 


This  area  to  be  extended  easterly  as  required 


. i A 


CONSIWCTION  WORK': immediately  involved  in  thio 


1*  Pere  iiarquette  cut-off,  double  track  extending 
from  ifcGrew'Yard  south-easterly  across  jTlint  River  at  the 
northeast  corner  of  Water  Works  Park,  thence  curving  south, 
parallel  to  Western  Road,  to  an  Interecction  with  the  pres- 
ent Pere  Marquette  main  line  between  its  intersection  with 
Western  Road  and  Grand  Blanc,  the  right-of-way  being  located 
Just  inside  the  western  boundary  of  the  East  Side  Industrial 
District  tract. 

2-  Necessary  operating  tracks , sidings  and  inter- 
changes as  may  result  from  the  requirements  of  the  industries 
and  connecting  railroads,  including  interchange  connections 
with  the  Flint  and  Great  Lakes  line  at  Crago , where  a road 
terminal  yard  has  already  been  provided  for  but  not  yet  con- 
\ true ted. 

t* 

3.  Local  yards  in  East  Side  Industrial  District  for 
receiving  and  distributing  ec^ties  and  holding  loads  while 
I industry  tracks  are  being  dressed  preparatory  to  hauling 
these  "cute*'  to  the  outer  yards  for  make-up  into  road  trains. 

4«  Industry  sidings  as  reqi7.iredj.  except  that  those 
parts  of  the  sidings  lying  outside  the  Belt  Line  right-of-way 
^icMatter  are  to  be  owned  and  controlled  by  l^e  industries 
cerved  thereby. 

5.,  Interlocking  plants  at  Crago  and  other  railroad 
cressinga. 

I 

6,  Flint  River  bridge  designed  so  as  to  accommodate 
, vt 

Belt  Line  steam  tracks  and  Great.  Lakes  electric  line,  s.leo 

•X 

city  lilgh way  facilities,  if  the  City  desires  a river  cross- 


m 


I'Y  >i|i 


'.fy 


to' 


Vkyl^y^ 

ii/ 


■9y 


sn 

[>{  ''‘W 


'm- 


j-l  f. 


iep^lr  and  lio^slng  equipj^nt  nec 


r< ; 


--  ■ fT.  -41  7^^ 

for  alX  Belt  Iiine  svTttching  a0r^ce<. 

•i ' '•  S:> 


Of 


'V, 


iil 


it* 


/fUr- 


8v  S'llnt  A;  .CJreat  Lakes ,^elec trie  line  from-  Crago 

■’  ■''"  **  ti  i»  .”i  SB 


% 


O 


• along^Western  Roads..^7oro3sing,’th.e  Flint  RiTor  on^th0=K 

’^WrabOTe  mentioned  bridge  aik  .diverting  westerly  along;  the  City 

,/.' ' -..  . ■ • 3 ' ' . ' ^ 

’'  Li&.ts  to  Sagln&w  Sts*  ,»vlth  an  underpass  nhere  the  line 
V ■”  ■ B ' ■' 

breseee  the  Pere  llarquette^  Ba'ilroad  In  North  Flint* 


'Jt 


4 


K-:: 


.'rs*:  >ra-  ' 


Iv'  ' ( I 


•.THK  insTHOP  OF  OPSEAT ION  would  In  general  hi  as 

^ . r 4.- : 


.iV- 

follows 


j'Vl 


«''i  i.  Malt  e-up  ana  Tspoalc-ua  of  road  trains  t®  'bj  done 

' 'Mr.  . -g  ' [EJ  " 

,et  the  outer  yards  -aBelsay^M^  Crago^  etb«  , For  "example* 
an  i«'omin^  train  of  mixed  fraight^'would  he  set’^  out^from  the 
main  line  at  these  yards  and' then  pre<*classifled  for  district 

•I','  ■ ■ ■'  K.'  ■ J-T'  .< 

‘ f,  ,a  • 

order  or  otherwise  sorted  as  tally  as  possible  for  industry 


mtir 


& 


» < * i»  r 

dclivefv,  .in.' order,  to  reduch;  awitching  In-tpwn  to  the  mitnimnm, 
.c.  , S Ficdl  sorting  ,foT  track  order  or  for  “spotting" 


Vl-'l! 


ij  'al^ng  track  platfo^^s  .to^.be  d^  in^  local  yarde  nearest 

,'  '-f  &!  ' ■ *'  ■'  . ■' 

iadustiy  eeryod^  butioniy /tc  ^c  'extent  that  this  final  sort 
.ihg  cannot  be  done  i off ic ten tjly  the  nearest  outside  yards. 

' ,2-8  Main  thmn^  running  trsok  or  tracks  to:  b-*  nro^ 

*1  ' y'  ' '1~  . o 1^'  ,.i'|(.  ii ' "'' 

F ’ .'rid'ed  for  Pere  Marnuette  road  trains  using  the  .cut~off 

kv  ■ V"  ■ '.  , ^ , ■ • ' ■*  - h, 

‘‘‘  ' 4*  Industry  and  yard  switching  to  be  done  by  Belt 


ill 


i;: 


V .<  • 


LI  no ; ,e quipr.ont  • ■ 

5v  Track  layout  and  operation  to?‘be  done  in  suoh 

■:•  ‘i-7  . . ■ ^ ^ m ^ 

- a nianner  as  to  reduce  as  far  as  possible  i^ilroad  crossings^ 


BL'j' 


Of  highways  and  other  rail  road'"  main  lihee^and’^' switching  ‘ - 

* ’.■«•'*  iw  rmi/,!  if}.  ucr/  ift  i'rv'A.^vri. 


f'J  <■ 


! . ly 


r*'  fi 


tVt  ' 


6^'  Interd^e?P’.*3t<sliwi‘n  tfis  oent.sr  of  the  city 


Page  IZ 


..  , --  : 

ts'.  ' tc  be  discontinued*  K^'' 

a " '^' 

flr  ■•  1 1 ' ■ “ -^' 


K'*  - 

w/t, 

Ifl 


, 7i’  ' tritlioatelv^  Belt  Bine  opexatione  to  be  •worired 

r-i,-.  out  SC  as  to  •detouTiLweet9“ide  eaetbound  freight  around  the 

..and  vice  ’'“brsa),  li^fewieo  noTthslde- southbound  freights 
8.  U1- ttrr.at^lV*  universal  freight  house  service  to 

be^inetalled  ar  convenient  pointe  aceepting  ^less  tha 

l^l'^Fcaxload)  freight|(  from  any'^’ shipper  to  any  road  on  a single^^ 
billing^,  so  ae  to  reduce  intra^ctty  trucking.  s 


"M  X 


;'ORGANIZATTOH  OF  BELT  LIT®^.OPERATIO?rS« 


•*  V. 


- tfi  ■ ■ 

^ v 'A'.^  - . 

i . 

1 ' ■' 

Pere  Marquette  to  organize  a local,  switching 
serrioe'C.tfeo  nijit  Belt  Railroad),  to ‘he  the  sole  responelhle 
local  operating  agency  between  shippers'and  carrier  road e 

posslhly  excepting  induetr;'^  serriee  distinctly  trihytary  to 

■ ;»  ,4>,  •‘4  ^ « 

indiTidual  roade  operating  In  the  Flint  Bietrict. 


2»»  Belt'  line  to  do  ^1  erttohing  within  the  Flint 

iT  ■ 4t-‘  ' ’■  J'  mm'  'f.  B 


/District  (e:j:cept-  as  noted  in  Paragraph  1),  for^ existing  roade 
or  any  road  requcsting^access  thereto*,  on  a ui^ form  and  im- 


H “ ' ' ff  ' . ‘i;  . 

oartial  basis  of  ^"oharg®  td=  both  shipper  an^  oarrier  and  on 

one  billing#  ^ 

Bolt  Iiihe  to  extend  ^racks 9 conhect^n  and  ser- 

vices  as  may  reasonably  required  i'rom  tin>e  to  time  by  ^e 

industries/ within  the  Indus  trial  District  to  be  established. 

A.  Belt'Lljie  to  install  and  operate  interchanges 
c,  -v  0 ■ ,■  ^ 

with  any  connecting  road^  assuming  reasonable  location* 

1.  ■ 

.'Cost  of  construction  and  loaintenance  of  inter* 

■ It'  r . ^ *. 

changes^^  inter-looks^  etc*,_  to  be  borne  jointly  by  roe.dP  in- 


-TT . n”  , • 


iPTr^r-r 


. r'' 


+, er^F-teci .,  on  usage  or  other  pro-rata  hasie. 

6„  Belt  Lino  tO'  inetall  Indn.f^try  trach  connections 

A' 

upon  request,  within  the  liaiits  of  its  own  riglit-of-way;  the 
adjoining  industry  trachs  to  he  -built,,  controlled  and  main- 
tained “by  the  industries  thems sires* 

7 B'.lt  Lin>  plan  docs  not  prevent  ani*-  road  serv- 
ing Industries  adjacent  thereto;  "but  additiojial  crossings  of. 
Belt  min  line  tc  he  restricted  to  local  pointSt  determined 
hv  agreement j sc  as  to  avoid  unnecessary  switching  inter— 

rupticna  to  main  line  traffi' 

Switching  charges  for  all  classes  of  service 
to  he  agreed  upon  hy  the  roads  based  upon  reasonable  cost- 
of-service-plus-proflt • 

9,  Switching  charges  on  interstate,  freight  to  be 
absorbed  in  the  through  B'lint  rats  intra-city,. switching  to 

be  a local  consignee  charge* 

10,.  Belt  L.in?  construction  and  operating  records 
and  accounts  to  be  kept  separate  for  facilitating  cost-of» 

V 

service  accoijinting  and  allocation  of  rentals,  charges,  etc. 

lit.  Belt  Lin'^  to  recognize  basic  authority  of  the 
City  In  adjusting  its  facilities  and  operations  in  conformity 
with  the  City*8  control  or  thoroughfares  essential  to  the 
proper  development  of  the  City  Plan® 

12*  Disputes  regarding  construction,  service^ 
allocation  of  equipment  etc.,  to  be  settled  by  arbitration 
prior  to  litigation,  or  else  by  Michigan  Public  Utilities 
CoTtaniesin  nr  other  proper  authority. 


,\y 


Page  14. 


/ 


13.  Great  Lakes  Railroad  to  ke  awarded  a suita”ble 
Tight-of-user  for  electric  trains  along  Western  Arenue 
(in  lieu  of  right-*of-77ay  already  acquired  in  Gilkey  Creek 
Bottr'^as),  and  a euitakle  exit  through  North  Plint  to  connect 
•with  its  Saginaw  line, 

14»  Escrow  agreement  to  he  executed ^ holding  in 
tnjst  the  fee  title  of  lands  transferred  to  Belt  Line  until 
satisfactory  completion  of  essential  parts  thereof* 

15o  Contract  agreement  to  he  executed  simultaneously 
with  transfer  of  fee  emhodidhg  terns  and  conditions  of  the 
Belt  Line  plan  with'  guarantees^  penalties,  rights  of  recourse, 
etc 

16*  City  of  Flint  to  give  as  definite  assurance  as 
possible  to  defer  its  grade  separation  requirements  for  a 
period  of  years,  In  consideration  of  the  estahliehment  cf 
the  Belt  Linn« 

The  Great  Lakes  Railroad  to  he  compensated  tc 
a reanonahle  sxtent  for  ihyestmen'>  already  incurred  in 
ccnnect'ior  \nth  its  proposed  freight  entrance  and  terminals^ 
18^  -The  industries  of  Flint  to  signify  Iheir  general 
approval  of  Belt  Line  plan  and  work  out  with  the  railro^ads 
suitable  limits  for  -the  "Flint  Switching  District" , covering 
the  "Flint  .rate",  the  limits  of  which  District  may  he  extended 
from  time  tc  time  within  a reasonnhle  local  radius  as  may  he 
required  hy  industrial  development. 


1 


■ i 


A 


DESCRIPTION  OF  BRT.T  TJlh?' 

; Tt  t-*  "Toposed  to  locate  the  Bolt  Lino  beginning 

^,£1.  ot  near  Grand  Blano  and  running  northerly 


rT;^ . 


7T'?!'*»Si 


P-^  ,-  *»  1 = 

‘-Ai-  -- 


throiiG^"'  C xfitgo ,'  wcsf  and  ad^ao^nli  to  "the  l/8tii  Section  Lino 
one-quarter  :n.llo  east  of  Western  Road;  thence  cum.ng  wester- 
ly across  the. Flint  River  at  Water  Works  Fark  and  proceeding 
to  a juriction  with  the  main  llna  at 'McGrew  Yard,  This  alignment 
is. identical  with  a right-of-way  previously  proposed  for  the 
low-grad«  cut-off  freight  line  of  the  Pere  Marquette  Rail- 
road. ' ,- 

That  part  of  the  right-of-way  to  he  covered  by  the 
proposed  transfer  of  realty  runs  through  the  property  now 
owned  or  optioned  by  J.  I)«  Dort  end  associates,  extending 
between  Davison  Poad  on  the  north  and  a line  one<»quarter  mile 
south  of  Hill  Road  (Lippincott  Boulevard)  on  the  south,,  which 
trD.ct  forms  the  nucleuD  of  the  proposed  East  Side  Industrial 
District,  including  lands  be  tv/ een  De  von  and  Richfield  Poads  , 
rui table  for  right -of -way ► 

The'p*'-opor.ed  Great  Lakes  electric  railway  follows ^ 
in  genera';:,  'the  alignment  previously  considered,  with  two 
/exceptions.  (1)  that  't  Is  now  ^o  fun  along  Western  Road,  and 
(2)  that,  on  the  north,  the  line  is  Tnoved  from  Stewart  Avoo 
tc  about  the  City  Limits,  passing  under  the  Pere  Marquette 
line.  On  the  south,  it  cresGeG  the  p reposed  Pere  Marquette 
cut-off  (the  Belt  Ijlne)  at.  grade,  abort'  one-'f if th  mile  south 
of  Mill  Road  - i.e. , in  about  the  line  cf  the  existing  inter- 
urbar  track?*  These  crossings  are  to  be  protected  by  inter- 
locking, one  plant  handling  bothcroesings- 

7n^dpJ:s.il,  It  Is  proponed  to  assign  rs.ilroadR 
r imhts-of-vpy  .in  this  Best  Side  Industrie!  District  as 
fcIloT.c;  . , , 


m 


•i; 


I 


r ?|»* 


If 


To_  1:223  Per:-  ^ferguette  Bailroad;  A st/'ip  of  la:^d  ICC 
foGt  Tfide  nex*  .ad^aocrt  to  the  esst  line  of  said 
property  north,  of  cne-eighth  line  of  Section  Z\ 
and  i^*rough  Sections  16  and  9.  Thic^ strip  to  accorji^* 
modate  main  and  second  track,  together  vTith  such 
addjt tonal  sjdtnge,  holding  tracks  or  set-off  tracks 
as  the  ueer  r.xay  rsqt3ire«. 

To  the  Pore  ?fe>rqnette  Railroad:  If  required,  an  addi- 
tional parallel  strip  west  of  the  ahore  mentioned 
100  feet,  to  he  used  for  through  switching  leads, 
sidingB,  industry  track  connections  and  other  yard 
facilities^,  so  that  the  adjacent  factorj^  development 
■would  not  limit  or  prevent  the  insta.llatlcn  of  proper 
and  efficient  ccrvicc  tracke  for  the  Industrial  Pic- 
:trict; 

To  tlie  Great  Ln.l:es  I^ilroad:  Right«of-user  in  Western 
Road,  as  the  Fame  may  he  "widened  or  otherwise  devel*' 
oped  into  a main  traffic  thorot3.,ghfere* 

Between  these  two  railroad  linen  the  industrial  lay- 

c 

out  is  to  he  developed  hy  the  industries  themselves 
with  such  industry  tracks  as  are  later  determined  to 
he  the  hest  suited  to  the  building  locations.  These 
industry  tracks  to  he  huilt  and  controlled  hy  the 
industries  hut  operated  hy  the  railroad  under  the 
Belt  I.ine  plan^ 

La.tsr,  when  sirniiar  industrial  development  takes 
place  to  the  Blast  of.  the  Belt  Line,  more  track  facil- 
itleo  will  he  required  of  such  a nature  as  to  operate 


> ' 


Page  1^ 


I 


WV 


efficiently  in -connection  '^ith  the  traclr  systeni  al- 
ready in  noe,  vihfeh  would  especially  require  inde- 
peiident  rr-vitchlng  leads  to  avoid  the,  coaf^plicaticns 
^ of  n>.in  line  switch  crossings. 

This  plan  conten^lates  that  the  Belt  Line  through 
the  Flint  District  wtll  he  *as  direct  ae  possihle  and  with  a 
ruling  grade  rot  over  O*.?  percent  (compensated  for  curvature) 
in  order  to  permit  hauling  the  longest  troine  of  possibly  IOC 
ca3‘s^  The  gradient  criglnally  coneiderec^  0,3  percent,  would 
require  a hridgfe  about  feet  hi^  over  the  normal  level  of 
the  Flint  Plver^  with  an  average  fill  of  about  3C  feet  across 
the.  bottom  lands  of  Kearsley  Creek,  thence  rising  sou tiuvardly 
to  gi’ourd  level  at  about  Weatem  Road,  and  crossing  over  Rich- 
field Hoad,  rib ich  would  be  regraded  four  feet  down.  The  con« 
trolltpe  points  in  this  aiignriert  are,  via: 

Rlcvaticn  of  Me  Grew  Yard  f St  .John  St.)*  753.9, 

/ • base  of  rail.  / 

Hl.vh  in  Flint  River,  August  1916,  '^IB.e 

elevation.. 

j * f 

Hjt'',;'.  “Richfield  Road  Crossing,  "*3'^  elevation. 

Daviocr.  Road  Crossing,  756  elevation, 

Y^entern  Ho aa  Crossing,,  755.  elevation. 

Grand  TrurJif  mo. in  line  crossing,  759.5  elevation, 
top  cf  rail. 

Court  ftreet  croesingj  756  elevation. 

Grand  Trunk  Felt  Line  crossing,  761.9  elevation, 
top  of  rail. 

Lftpee:*  Rond  Crossings  769  elevation^ 


. H 


T^fiU  Road  Cro.^.sing 


764 


Great  Lakes  Crossing,  Crago 
top  of  r:*12  . 


'^75  elevation 


■i: 


> »r 


M. 


w> 


^ IV?TOj-'.7'»W(w,'  'r-^.jiTAv.’.r.^  r-^*'  ' ■ 

'^x  , IMV  ijia:v;iasum.Iii£^  practically  controlo  tlie 


'tref  :“  e ^ 64,  „;y  '^y  " ' i 

L ' ■porai'bllitv  of  the  ,. grade  and  ti;e  relative  position  of  the 

^ 4.  :ii  ' 

IjTv'  tvTO  r«31rbad  alignrsents  In^this  vJ’ciiiity.  Assumins:  natural 

' ■T^  (•■ -.  >'  ■ ' ’ " if'  -*  . 

I hi^.V3:at.ev  datum  of '?J18ii6V5'tlie  lowest  pose ihle  level  of  the  , n 

■"..  ■■/  ' •'  ‘ r,  ^ ... 

Flint  River  bridge  would  le  f roJ3i*’?26^ to  728,  base  of  rail, 

'‘',  aj  • ■-  v\,  n ^ “ . s-tt  ^ 

tA;  .'  ■ ' ■ iM  f 13  ‘ ' 

-depending  upon  the  clearance^ under  the  bridge. i/a* The  original 

. .Perc  Sferouett©  line  established  bridge  l^el  at  740  elevation, 

■{?,  ' ' 

1-^'  South' pr. We  at  ern^Ro  ad 'Crossing,  the  two  .^^rights-of-way  of  the 
iPiVr  ’ Vt'  5-  \4s^  .iw  ~. 

V Per.o  rsXGuette  and  Great  Lahes^ respectively  now  diverge,  and 
, tiV^»=  probdblA-th^  this  point,  both  roads  would 

h"'''  ' ^ fe, ‘'ll ;’- 

fellow  the  minimum  tul.ir*g  grade  cf  ihe  Pere  Iferquette,  0*3, per- 


’ t X . , ‘S*  KT 

' eat  in order  to  secure  comnlete  separation  at  Richfield  Hoad, 

■:;  Vz  ' * 0"'  , ' p^' 


' " ' IT  / X J 

For  great  or  :’,eoo,por.j'  in  CDiistlucticn,  a ’^combination  grade 
bVworlced  out  with  less  fill  ccroce  the  bottoms /^tfae  line  ae- 

0 i ^ru  - % 

oendihg  Boulh'of  RiVer  at  0,5  percent,  as  far  as  the  Rich- 

t ■■■  .f  ’.m  Ss- 

' ■■"’’•  ■ Bu  . j , .,  - ■_  \ 

field' ’Road  overpasot-^toence  at  low  grade  to  theosummit.  This 

' ' ft 

wbv.ld  simply  result  in  a velocity  .^crade  on  southbound  movements, 

1 y'  ® .T.  I^.  ■ V 

/which  would  not  at  all  intorfeteyWith  operation  as  only  through 
, • ' mevomento  arc  iiade  in  this  part  of  th^  line,  with  rvo  probable 
interruptiens  ae'^far  south ”as  the  Crj^fTrurlc  ma.in  line  inter 
loo]c  ^approximately  two  miles  south^of  the^ velocity  grade* 

• At  Crago,  the  Great  Lakes  Railroad^  plans  tot^estab- 


.(i 


'y 


■'•V 


Ml 


llsh  a holding  yard  approyiina.teiy;^4£00  feet  long;  and  oOO  feet 

:>  ^ ^ ■ «»  ““  . fl 

wide,  aonoinrad  dating  from  15 ‘to^  20  trebles 'of' 60  cars  eech,  Iri^ 

„ b'-r  ;:c  '-  tii  '7-  r.  ’H  3.  ^ 

addition  to  th.rouc;h  ininning  traciD,  yThis  yard  joins  the  -^ro. 

. ,<5  . X,  ' X 


posed,  Great  lakos  lino  to  l^orth  FI  intent  about  the  ihtcrseb 

iS.."  K7  " .-  *<  ' . ■' 


ticn  cf  the  'presen't  Detroit  United,  line  and  one-eighth  Section 
■ .'  , ili  ' lai  „ 

^Ltne^^  T.he  V.el  eotrio  line  will  be  shifted  south  of  , 


, in 


' ’ ■^'^,Vf/T^"<'-'  Y' 


;'f,;^/4  *' 

mm:  -:  , 

1*1 


vV^' \ 

'bqI^  ''  -'  ' ' ' 

‘^' ''■*'' thin  -^urC.  FO  3.H  ts^Toid  the’ erosetnc  "of  tha  frel^t'  and 

f'-  v'  ’V“  ■ Y v« 

•', ‘prv3SE;ng«r  Xines  et  the  ■Cr'bcre  points 'Xn  addition  to  the  erosS' 
inis' of  the  proposed  Belt  Lins  ciit«off*  By  this- change, 


'•  1,  I 1 • I r-^ 

£'  ira«3e  of  both  Detroit  United  and  Great  Lakes  t^clcs  Tiould 


■be'^duocd  slightly  in  this  vicinity,'  eo  as=to  hring  ho+h 
' crossings  of  ^h0  Belt  Line  nractieally  to  a level  and  with 


a single  interlock**^ 

' i Q.  ■ 


i6 


BlPPIiGLTiTTAL  DISCUSSIOIT, 


ft3nwJK.1  l’’  -*11  .'■/*! ' i'  * ■ •■  1>»" '»  ’ f/ 

wJwnii^  .■'  L‘  .'  --  rfv  I i 

^ ' I. i"  .;.-?  ‘jJHil 


if, 


'■  ,«Vi 

ision  c^f  District : it  should  he  recognised 
■’that  thTiiet  Side  Ir.dn stria!  District  in  Its  present  status 

- t*  ■t:'^ 


f 


. .-’J  ‘ ■ 


^ ’i.-  -7. 

is  a one-p?ded  layout'Swith  etean  railroad  facilities  along 

^ .55.  , ^ I'i 

the^rear  and  electric  railroad -faciliti es  along  he  Western 
Brad  frontage.  There  is  nothing  to  prevent  fur^er  inde-.^^'’,. 


r-  t"  a If  • . 

' » pendent  devclopt»ent  to  the^  eaet  of  the.  Belt  Line,  unless 
this -odjacont  land  in^likewiae  put  under  the  reservation 

, ' , r ■ ■‘“■i 


ft 


hy  option  or  purcliacc.  It  -would  eecm  dlRtinctly  unfortun--*  “ 
/ate  for  the  future  City,  Iff  the  original  East  Side  Industrial 
District  vjere  laid  out  vdth  great  care)  not  only  with  re- 

ijy  f,  /"a' 

epoct  to  the  factories  hutfalso  to  the  City  Plan,  while  a 

I.  V . W*  ' It- 

less  desirable  development  were  allowed  to  spring  up  on  the,, 

M a 5,  fi 

east  of  the  Belt  Line,  ever' which  no  control  was  exercised. 

■ • • A fl’.,  V-  iJ 

• p ^ Should  a complete  District  ultimately  develop 

* ' * ^ 

on  both^'idcR  of  Coe  Belt  Line,  the  track  eystem  would 

^prolsbly  he  such  ae  to  r,equlre  a duplicate  switching  lead 

,:,•  f * " T 51'  -.  ■ 

the  entire  length  of  the- proper 


■'■.I.: 


’ on  the  east  as  well  as 
’ . *3 

on  the  west  of  the  main,  line,  ^ bo  as  to  avoid  entirely  main 

.<  ' *,  _ iT 

fine  interference.  > 


.i!* 


, H w^iL 


■ ..k 


f 


ti' 


■yi 


r®; 


K'.'v  l<w.’i}  ...Ii'i' 

■■■  •#  ■"  . 


W 


ri5'*  : . ® 


S 


It  may  app'Ws?  tiiAt  a,Qontroj.  strip  should  he  left 
Vetveer  the  Belt  Line  aad -the^eastern^hounddry  of  the^pres^ 


' cTjt^  District  i so  as  to  pr  evfejii  nude  si  rahle  industrial  4 
Telopment  farther  oast.  However^  it.  ie^  ujidereteod  tl:at 

■ . ' Si  Jta!-:  'r  Ik 


--.J,  .:"\^  ' 

%hrot;;*h  trocses  of  coxidetnnation^i^eTon  this  controlling  s trip 
"^i^ould  te  hroftn  down,  so  that  the  only  f^sihle  way  of  con- 

, a/w  ,»-w-s  w . oSt  L.  ■ 'V;.  n. 


w.  ' * “ ■*  - ® » ■f  '*  - ® 

trolling  the  Enst  Side  is  hy  option*or  purchase.  - Further 

4/  . - ^'W  ;v  ■'^'  w : "■ '1'^  ^ ^ 


r*^'’iiere* '5 1 is^holievod  to  “bey desirable  to  leave,  for  factory^ 
* ‘^'ldeveloniii5it,>  t^  full  width  of,  tha  traot^hetween  the  Belt 

-E- ' O' ' : i 


Bins  un^  Wectem  Road>  5*S“  it  is  iugpossitle  to -^anticipate  ^ 

’ V)  ‘ ■ ■ -'  ' *»  '■ " o^V"  ^ ' ' '■ !' 

■i.'wiat/.huildlhe  plan  moat  dooirahles  and  the  tract 

'is  none  too  wide  if  a transTerae  plan^ofthuildingirXayout 

» 1 z*  1 ^ ' .»i».  ..1.  fill'  V - . t-  ■ . 


?!i:; 


1-8  decired  hy  Indus  trie  b.^Io  eating  " 

(af-j;,;:  Road  .|t  the,  ® g;'''J 

present  tlice  leV^ly  ahout.  feG' feet.  wide,.  It  is'^the  fourth 


•i" 


lofiicia  half-mi le  ,,^orouidif arc,:  east.^cf  Saginsw^Fe.nton  Road, 


' ; and  ac-- the  Bast  side.Ittdufitrial  Dletriot  develcpc,.  will  he- 

/ •>■  iil  .aji  ' •'-  '^  ' 

V ■ ' . ' 7,  y...  _■■*  4-  '.V,.  ‘ 


com<“  an  important  city  street.  _With  car*‘llre  serviceaes- 
tahidehed  on  the  Great  TaIccE'' electric  line  along  Western 
road,  it  is  prohall e that  ^*op8  wl  11  cgradually  develop* on, 


r # 


- 


the  West  Side-,  with  an  ^jcclusivbiy  fo0identialJ^,-area./in  the^^. 

“ i}4t  **■  ■*■  ■ Ji  y.  ‘'  , , ^‘V^,  ,r 

Tear  already  oettlad  up”^' to' and'’hTypnd 
i,iT=ite„  ’t 

It  scemo  dGsi-rafclc,  therofor©^ ‘to.cdncider  the?  4 

. . . „, - 6*8. 

future  WaoteriV'Aye.  when  fuUy  develcped^'w^*^-^  follow- 

' ' ' -jV  ‘ '-'  '■ 


in$  treatment; 


^ m 

Tis'i:' 


:ca 


i'  <1 


{fH 


le 


A" 


•/Js' 


w 


> y,u'  *'  ■ ' r '. ' 

(a) to  "be  T?ir5ened..at'^.leaet  to 

r\  so' feet  (p^0f^yt^^ay  ?J00  ,tal:inG 


1 ■' J 


feet 


i-Wt' 


'/’on  oJ "filer  eide  of  the  street^  or  14  fee-t  from  the  Industrial 
v?*i(i;„vDietrlct'’Hii>otr  cn  prefer  cq^eneation; 


ii 


■J 


ii.‘ii:.^bd  ^ flj}  ?Rctoty  "builldit^g  line  to  "be j.  sot  'bacls  pt, 
fif?!' ' 50  ' fee*.  and  pooei'bly  fitr+lier  ^lere:  offlce^^huildinge 

*f  ''';  •■  ■ '.  M , ' *" 

J ocnc-medi’%0  provide  a ci/htly  approach  or  plaza  therefor* 

'■'■^iiA' •’  ' '•  . , vl-  'i' 


. n 


„■ 


JJuch  a street  dsrelopment  would  otTlcusi'y  to  cf 

. vV-  .^>- 


S.W''  Si'OC-t  'future  tslJv.o  for  thli  Iznportant  future  Bast  Side  thor- 

fe,*;..  ^ ^ ^ 

'.  *ortg?ifare,  and  can  now  he  hyought  about  while  the  land  is 
Kchcep  aiid  Btrdoy'  iicpt076JEdnto  arc  yet.  to  be  ^dc* 

’ i‘’.  E.  >»*guqgecte3  La^-rut  of;  Industrial.  Pistrict;  _The  acc€>iii> 


h’f{ 


>-■ 


* ./panying  Jbdiibit  1 indicatoc  a possible  cross-section  of  the. 


v.'iti-  -■ 


tract  v/ith  reference  .to  ^bui Id ings  and  railroad  facilities. 


' ' '■  ' a ■ 2 

The  cecenEity  and  effcottveneao  cf  the  suggested  set -bach 
of'bullding  linee;,  for  both  ©t rcet  and  factory  purposes,  will 

" '■  .ii  ®'  ■'• 

be  apparent  r Append^  Sxhlblt  2 indicates  a tentatlte 


(block^'plen  or  track  l8yoot.v.’iihlr)  the  tract  now  available, 

?!  i:..  V 


^ ^ ■.  s 

both  irngitudtnj^l  .and  ir.terftl  building  developmeTitf  being® 


ehown;  that  ie,  typical  building  areas  are  located 'arbitrarily 


in  the  available  factory  spaces,  with  possible  means  of  rail- 

B ^ ' ..Ti  t.'*,  T, 

"Toad  service,-  It  will  be  observed  that  at  each  street  cross- 


ing these  yards  are  reduced  to  one  or  two  main  le.adBnGo  as 


to  min Imlee^' street  interference  from  switching <• ; Howsver,  as 
prcTlouely  montloned^r  thc?o  yards  a'po  chiefly  designed ^to 

'i'  ‘ ' Vi 

hold  *buto*'  of  cars  drawn  from  the  factory  plat form^  and  later 

Qt 


swltchod  in  long  cuts  in  a single  meveraent  to  the  mfice-up 


Vc 


V^yards these  operations,  a long  drilling  space  bbtweon 


. j .• . I 


1- 


W A 


liTr?  V"r' 


'l'  c. 


fW.i 


."  )'  'I'l 


>>w 


iP 


'■•pare  ""22 


street  and  v<\rd throat  1 s'r^imxieceBSaris^’*:  > 

T|^'ii''"&'Bi-*S??  ' ^ j. 

.VSK  - ^^^.Extension  of  HcGrew  Yards-'  It  appear,  at  first, 

^ ... 

Jt.  ..  unfortunate  "l^at  ;^e'"P€re  ]^TquettejjCut«-off ^line^^ould  notH^ 

intereect  the  main  line  at  its  southern^j^end  of  iScGrew  Yard,  ;> 
,■■''■  . V . • # 5 j;  -'  -'T  ^ 

J^'vWich  'would  hetthe  logical  point  for  faToring  most  direct  yard 

V ' Jt  . «*xr  '■  ,»  ' ■R 

B 1^'."  Wi*. I -i;  ® ^ . 1 ..  -u  iBr" 

f .and  trifiis for  movements*  HoTJreverj,  It  is  understood  taat^'rae  -. 

[ . toi,  ■ . ‘ ^ . ' ■''  '■  ^ ' . • z-^.  - y V . 

K^rqu^tte  Iteilroad  contemplates  considemhle  future  en-,^ 


f^'lsrsdment  of  thS  IfoGrew  Yard  and ‘has  actj^uin®'^^^ 

' Vi''’’’-  '‘'  ' ^T!  'i.  ' •'  'V  * ' 

When’.thie  takes  placo»  ^tho  yard  will  he. -.extended ^ 

'■  ^ - f1?.v  " ' 

^^n^rth  and  relaidyely  long  yard  ®traokt?^, ins  tailed,  so  that  jhs 
V out-nff  as  now  designed  will  Wentually.  raaoh  the  southern, 

I’  ■•  V;,,  ' ■ ■ .,  ',  ^'"  , ■ --'X'.  .*  ' ■"  ^ " ' ■=^'' 

'end  ef  the  ultimate  full  train'” yard^ ' the  praaent  yard  "being 

then  used  for .preldml nary  clas el float Ion  and v holding.  .This 

remevea'.  one  dhyicviH  defect •,in“  the  detail  layout#  ^ 

Co^mnlete  Beli'^Llriet  ^ The  conception  of  Ih-Q  Flint 


n,' 


L'  » t ' 


■pel-t'tdhe  Vniitetuitimate  ddtciopTOent,inyolves  not  onr^y 

••  - lA’k-i'I'W  ■„  , f.'  ' 

' ' M \ M 

a «•  ' 'ft  J m ^ ^ 'n  ^ ^ JLIu. 


■ "Vulldinr  the  Pore  ■Ife.rqtrettc  cut-off , devoloplny  of  the^ 

/East  S.ide  irndustirtca  Pi  ^t  id  at, 'interchange  switching  for  other  /J 

roctSji’’'ia  noVth  Flint,  & also  the  extension^br' this  unJV^ 

. ' ^ ' , " ■ ■■  ^ *“  . __ 

■service  into  Scutli'Flint,  particularly  .tlm  Chevrolet  Pietrict,  \m 


#i- 


Into  the  Thread’Creelc  Bo t tome,,' creating  ei  real  'belt  line" 


In  three  Quadrants  of./ the  .city#  This  complete  3elt  would  ln«. 

^ J*  * , , ' iTj  - 

..  . .-  . .'  . .>  r^-*:  ...  ' f 

volve  not  .onlv  Pere  ISarcauette,  ..hut  vsleo  thej^ Grand  Trunk  track- 

.£•  ■^'Pl  4' 

age  ri/pets,  as  well  as  some  new  construction^tferou^  Thread 
Cre^  Pottomsy  it  is  not  .necessary  jto  develop  at'' this  point, 

!<■  '■  ' . IB  ^ ,oi,lc  .;  ;. 

the  particular  means  whereby  the  complete  Belt  Line  any  h^e  ©V 

BR Vl'.'"  i ■ . , .\|  . . , » . ■ . _ . J.'.y 

tab  11  shod  and  tho  regal  .d.lfficu4t5ee  inrolved>  1 1 , ouf  f 1 cee  to 

X'  t t‘  ‘‘i  -ii  ' <•'  . .•/'•  ; . , . - ,-  , iifili"  ii  ..  "'■'if'-  . 

-K  .coyv-tliat  both  froiriT  a OQnBtntotion  and  operating  standpoint 

ig,v.bl  ihe  r*  ro}.-jC t &f  r semont , thfs/ii* 

i^«.-  laiili  imifi‘lii 


t V'' 


■4 


Page  ">4- 


Grade  SeT)aration:  By  far  the  most  important  aspect 
is  that  of  grade  separation  of  railroads  and  highways  through 
the  center  of  the  City.  Obviously,  the  traffic  conditions 
are  such  that  grade  separation  must  become  a public  issue  'y 
within  comparatively  few  years.  However,  with  the  establish- 
ment of  the  Pere  Harquette  cut-off,  and  the  completion  of  a 
worlciiig  arrangement  between  the  roads  vhereby  the  complete 
Belt  Line  service  can  be  put  into  effect  so  as  to  relieve 
the  center  of  the  city  entirely  from  all  except  the  passenger 
train  movements,  it  would  appear  that  the  City  of  Flint  may 
very  properly  forego  the  enforcement  of  expensive  grade  sep- 
arations for  a period  of  years,  as  the  cut-off  line  and 
Belt  Line  will,  in  fact,  if  operated  properly,  remove  the  • 
principal  element  of  interference  that  exists  today  - viz., 
switching,  transfer  and  interchange  operations  across  down- 
to’.Tn  streets,  . 

In  conclusion,  the  Belt  Line  plan  proposed  is 
believed  to  be  a fair  and  equitable  solution  of  the  in- 
dustrial and  railroad  problems  with  which  the  City  of  Flint 
is  now  faced,  both  for  the  City' and  for  the  railroads,  and 
with  considerable  less  total  capital  expenditure  than  if 
each  road  determined  to  develop  independently.  Under  the 
co-operative  agreement  herein  outlined,  the  City  is  so 
reasonably  safeguarded  against  obstructive  competition, 
that  it  .becomes  uiinecessary  to  reserve  through  the  Bast  Side 
Industrial  district  another  separate  right-of-way  under  city 
control,  to  facilitate  the  entry  of  other  roads  when  desired. 


, ('i 


'('1 


ri|m  - 4lf  ^ ;.'y‘: 


W?!f 


Page  t-‘f 


throu^out  the  industrial  districts 


) 


rli 


Except  for  such  a satisfactory  joint  plan,  this  reserration  ^ 
would  he.  necessary#  If  the  Pere  i&rquette  does,  in  fact, 
accept  the  principles  herein  expressed,  the  City  of  Pliat 
may  he  relieved  of  the  burden  and  responsibility  of  develop- 
ing its  own  facilities  or  delegating  them  to  competing  roads, 
in  order  to  secure  adeq^late  and  equitable  terminal  service 


m 


■ <»■  "i  / 


V ' 


M'fi  ‘ 


'a 


.y. 


iLV-jt; 


1 - 


' -x?  * 


Tvi 


fJ 


ijV^n.  _;_'  . .;r 


<•,  y. 


i;:i2"^iP|ge^6. 


•%J 


tf"  ‘.V 


LI5?:0?  GOTTTRAC?^  MS  32^^* 


I 


iV-.- 


C05T^^0T  iAC'HTOiJriT?  ‘beiwesn  Per'e  Sferquette  Railroad 

'■^  i t'i  -■  I’A  ■ ;t  -■  r Tt  -. 


and  et  aXv  (local  ^.dereii^pment  company),  ‘ to  author** 

ise  organisation  and  con c true ti on  of.  Belt  Lino  and  secure  , 
entire  opera  tine  px^rileges  thereon^  under  specified  terms 

and  conditions*'  (>>,'« 

^y- 


a. 


U'\ 


<^'1  s- 


1/  f^O 


i 


iH. 


^ii%  ,1  ■ 


.First 4 Beedn  ‘ of  Transfer 

■ "■  '■  ■■“  ■ 


'J! 


(a)  From  Detroit^ UnltedfHailway  to^' J .3) *I}c rt  et 


, . :i*  a 

® i’5 


I?  "/'  H 
B* 


all.  Of-' the  old  D*II.H*  ri^t-of^way  and  terminal 

'i>'  ' /./-  .ilL  ■ 


rland'a  now  to  be  releasedi,  for  reasonable  com-^ 


5? 


pensation*.  ||||g 
(b)  Fxoci- J.,  T)*  Bert  et  al*,  to'  the  Pera  Marquette 


;.lf!S., 


'>»  Si  A 

‘j 


Rc iir^ad,,-^' necessary  right -of «'?ray  and  yard  areas 


jftr  -'  Ti  kt.  _ **  'ijJ..,  f.  ''' 

hi.  - i . . ''^''?.’.'/"-'i,''.  ’ '!^/ 

w for  reasonable  compensation,)  ' ■ . 

'■  , -V.  / ■S.  :t  ^ P. 

(c)  To  Flint  & Great,  Lalces  Railroad  « right -of- 

W ' y .s'  K 

R ^ .'  uoor  in  Western  Road;  the  reinaihing  rights,-of- 

. r*  fe-  ^ ^ 

'■'  J way  to  be  acquired  by  Great  LaKes  Railroad, 

I v ; ■'  j flt'.&i'  - ■'  -^ir-  "5?  ^■a3iE)*'/..'''Iii  T.''^®- 

r;  *"  ..rr'V.. 

y.;  ?>■:  . 


u 


r • *. 


‘•V§T^ 

,:/J 


3 


a 


' ; Second  I -Eaororr  A^rrcement,  corering  realty  transactions 

fc,J  I / I;  ---•-■  - — -•  ^ 1*L  ■ 


to  secure  fulfillment tof  constmaction  schedule. 


t* 


.. ' -I-  , - . , . 


j,  w u 


;?;«•  i 


sMmu..: . V-’^,..:,'.'.  «1‘:*  y ',» 

'IBS  ' ;'.'.'U';,.  ..-'i.  ■' 


. VunBIA'  I - 


iiAs?,.’ 


.1' . 


>:. 


WJ  - ■ . 


4;,. 


-H 


;'9 


.w 


s/  ■ fe'"’ 


■'-.■zk.1 


^ V'. 


■ ^T*  t.)  '"  ■ >'  ^ 

' ^' ' ' 4i  '"'  ' 


>•  V 


f^QO 


I 'I  > *'  S *iv^J 

K'lt  ff.ii 

’WJ 


.’n 


‘T^., 


^L-'-  ’ ;:  P IHST  DflTEOS  QP  TRAlTSpP? 

L »'*  . * 


P'ROPOS^TD  COyrTPACT  AOREB?.??I^^V'  w 

fotTT^J' a-.i'-jr'ir  a»ia»sat:«:^~-y3=3.  ■;«gxrT?;.-»r  j;.;;-^:^  Q ^ } 

y'  '^ ' ' <■  BWMlwwi/'wJ^  A 


■““A. 


.te  lnes.r1fedv. 


LV9* 


ixlf  W 


I Vv ■■';'<*, 

p'if  ^ 

Tn^&Wcl delation  of  the  e^eoutfdn  of  said  deeds 

^*"W  Pere  Iferauette  R?.ilroad,  it  is  hereby  contracted  and 

-'"’a 5 reed  “by  and  heta7ee^  the  Per©  >ferq^u©tte  Railroad  and  J;D, 

,i)oW  et  Rl%  (local  develcpiacr.t  c'on^any)^  as"  follows; 


■''  ■•■4j’,''A^  i'i  .r'W®'  iv 

' (i>  :^itahim  SeTTlco;.  The^Pore  Marquette  Rail^ 

dtb  successoTs tor  ass;l£iU0^  in  consideration  of  its  teinc 

* ' • ® ’ ’ lO'  '■  '■  ' ‘ '•■'■' 

loeatod  on  tlio  westerly  odgo  of  the  aferosaid  railroad’  strip 

" ' ,V’’  ,f,\ 

(^pe  Prearablo) , agrees;Lto  ;,fumi  sh  trades.,  yards,  and  equipment 


/ t 


'if or  and  .to  do  the  switphlns^requlred  Vy  industries  ^locating 


if;  • Indu^^  of  .^e  railroad 

"*  rirho«of«-way  herein  defined  aXi^j^  firthext  thatathe^^re  Tfor-® 

V,  ioueftto  nill>erfoTm’'-such,  owl  tphing  operations  in  this  die  trie* 

M ■ , L ' ''  Dl,  , 4 ^ ^ ' 

fox  such  roads  as  .Tnay,  rcquef’t  accesc  iiieretc  for  t j^ff  '-'^ 

p t y If 

throufjh  .physioalf-  4nterchan$o  i«ri,th  .the  of  the^. Per©  Mar- 

qUfltte  feili'oad;  tM|i  switching  serrioe  to  he  conducted  in  all 

• ■■•—  V 'nfiX 

respects' as , a u;civerea3  switching,  conq^any  c^r,  n'entral '■'belt  line 

V • S'  * 

Would  conditct  the  same  if  organized  for  this  purpose  - x,?. 


kt 


■T 


gwltohi ns  ferric e to  hs  impartial.^  and  uniform  service  to  he 

“ ' ' ' ' '■  ■ ^'  m 

rendered  t.0  all  i nd;^5tn as » Rippers  or  railToad^  requiring 
the  camo^  opera^.ing  in^.  or  acceesihls  to  the  said  district* 
'.'.V  ' ■ (2)  Inteijehp.ngo^;  i'^P  Pors,  Ifcr^u^tte  Rallrfiad,  . 

..  uwr-,/'-  ^ I 


m 


ill 


i£M 


I 


screes  tc  ir^tnTl  and  operate  interchange  connections  with 
intersecting  railroads^  either  with  those  now  operating  in 
the  vicinity  desiring  connection^  or  with  those  which  may 
he  huilt  later;  each  railroac'i  to  install  its  own  holding  trad: 
or  t-»'9C’k8  at  the  point  of  interchange  T^ere  necessary  to  sToid 
hloching  the  other  roads<  main  line  or  switching  leads, 

(^)  Dlviaicn  of  Cost;  The  cost  of  construction  and 
maintenance  of  interchange  connections  and  other  service  con- 
nections is  to  he  home  jointly  in  equal  proportions  hy  the 
roads  interested  or  upon  some  other  equi table  and  agreed 
basis, 

(4)  Proper  Location  of  Crossing";  All  tracks, 
other  than  main  line  tracks  including  switching  leads,  sidings, 
holding  tracks,  etc-.,  are  to  be  so  located  and  'f  such  length 
as  to  interfere  as  little  as  possible  with  the  main  highways 
entering  Plint  from  the  eas^  and  northeast,  and  also  so  as  to 
reduce  to  a minimum  the  number  of  tracks  crossing  the  Grand 
Tn:nk  lines  at  the  interlocks  any  disagreement  as  to  the  in» 
terpretatioa  of  this  clause  by  the  parties  hereto  to  be  re= 
ferred  to  the  Mchigan  Public  Utilities  Commisson  for  de- 
termination. _ ^ 

(5)  Through  and  Switching  Tracks:  The  Pere  ISar-  . 
quetts  Railroad  is  to  provide,  within  the  limits  of  its  own 
right-of-way,  the  ne^  qssary  main  and  second  tracks  for  its 
thrdugh  operation,  also  passirig  tracks,  holding  tracks  and 
other  yard  facilities,  at  such  points  as  may  be  necessary 
for  rendering  prompt,  adequate  and  efficient  service  to  the 
industries  served  by  it.. 


. 


'.Ck 


JT, OI.fr 


p;‘ 


w ^ ' « 

(6^  Bain  Line  cF&s Bings:,,  itris  undors^d 

— (T  7^  ^ V 

fb'  '..nothing  in'  this  agreement  shall' preyentr the  GrandiTrunk  i,. 
axrr  other  road  that  may"  com©  into  this , district  from^render- 


n 


-fij 


.4  ^ .,  t*'”  ^ r ' ’ti 

inc- service  to  that  part  of  the  Bast;^8ide  Industiiai.  District 


„ adjacent,  or  in  close  proximity  to  their  lines,,  the  Pere 
wv  ^ a a -",  , 

Marquette  Bailroad  hereby  agrees”  to^perroit  the  Flint  & Great 

Lakes  (or  any  other  road. operating  a*- right-of-way  a^acent 

/ to  the  strip  hereby  deeded  to  Ihe^Pere  Marquett©j^Bailroad) , 

r . tv  ‘ ® - .V'.rfiri'-  '*"  .S’. 

' to  cross  itsrlines^^t  the^following  points s 

"'  fX'  1,  “^Crossing  Bt'’crago_  Juntion  wi^in  gie  limts^of 

i*V"' 


uroBsing  Bii  urago  uu«>a.viA  wj-waxi*  w. 

the  right-of-way  herein  provided  for  the  Pere 


Marqi^Qtte 


Crossing  at  the  north  end  of  the  East  Side  In-; 
dus  trial  District  ini' the  vicinity  of  Western 
Eoadv  '■  . "■  ‘ " 


And  no  other  crossing  of  the  main  lino  of  the  Pere ’Marquette 

^ ■ tfi  ' •■' 

Railroad  shall  h?  made  exo^t  a^  huch  point©  mutually  agreed 

' ® -AP  ^ 

upon  by  'the  interested  roads  or  so  ordered  by  the  Michigan'" 


"n 


Public  tut  ill  ties  Comaiission. 


-.  4 'i'? , 


m 


-Eleotric  Line  Extensions  It  is  understood, ^that 


the  Flint  ^reat’ LakeSj^Railroad  is  to  have  right  to  ex- 

t -'X  ^ I?  ^ iff’’.-, 

tend  its  tracks  from  about  its  int'ersectiom  with  the  Pere  ^ 

d>'  sSffii  ■"  -Kjv'if,' 


Marquette’s  right-of-way  deeded  herein,  across  Lippincott^ 

^ X * 

Boulevard  (Mill  Road),  in  a westerly  direction ^substantially 

■*  If.  ^ 

oarallelto  the  present  Detroit  United  Railways’a  right-of- 

* . . iDi  \ ' ,jiii  '■'i 


'J' 


way  and  thence  northerly,  in  Western  Road  as  it  is  to  be  wid- 

a . . 

eued,  within  the  limits  of  ^e  East  Side  Industrial  District,^  "'J 
(7)  Universa-ISwltching  service ^All  switching 


.V  ■' ' 


1 » , i;,-. 

■ ^ . •f'l  ''*v.'^' i''  '3  '"  ^ mi'' 

swrlice  to  be  perioS^d  as  a uk-yereal  or  through  line  ser- 

■>  ^ ' - "'V 

vice,  requiring  only  “one  bilUng  for^the  shiEver,  the  switch 
I"  ? iag>os5)any  handling i;^e,,shii.iiifflJt  in  all  resp^eots^aa  if  it 


^ -s 

were  the  main  line  carrier:  and  it  is  understood  to  be  a 

r;  ' r.  vdlit*'  j „ *V'  '’’C']*-.  . .tU 

'^^'^  fuiiation  of  tiiis  service  that  the  shippers  are  to  have  the 

^ I® 

right  vto  i^ioate  lie  point  of  interotonse’end  routing  of 

their  shipments  to  be  followed  by  the  {carrier  lines.  . 

^ ...  . ’ r 

- ^ (8)  Reasonable  Tariffs;  All  taidffs^^ put  into 

■“  ■ c . 

effect  under  this  agreement,  for  srr^tching  service  within  the 

^ y,  ■ pj 

District  shall  be  uniform  as  , to  givsn  classes  of  eexvice-ana  - 
based  upon  a reascaable  total  co8t«of*0erviae..plu3-^profita  and 


¥yii 


any  question  arising  as  to  the  reasonablenes?  thereof  sh^ll 
be  submitted,  to  the"  proper  public^ .autho riti’ee ^fo r deter^^^ 
t7ion,  it  bcing^understood  that  these  tariffs  shall  not  be  In 

excesSuOf  av erage  chargos  for  ^similar  service  in  Lower^  Miohi-v 

gM’oitics  of  “from  30,000  to  180,000  Inhabitants,  except  , 
afte'r^due  technical  deteroinatlon.of!' the  actu^  cost  thereof. 

»v 


( Q ) e 3 Ab 50 rb ed ; “'Local  ;feez^nal  switchi^^ 


A ' • ffl 


dS/sf;;- 


' '1 


. charges  on  interstat'?  dellTer.  ee  and,  receipt's  are  to  be^b- 
sorbed-^by  the  carrier  road»  Ir  the  throu^  intra«clty 

Bwitohing*  charge  a to  be  borne  oy  industries  served. 

(iol  tT-bl  tratlon^o  1 D tsputes : Alii^i disputed  ioints^ 

■ *1.  -y/i"* 


, tv 


arising  .in  connection  v/ith  the  performance  bf  this  \inive real 
switching ^elrvice," including  queetions  o/st^ficiency  of  ser*- 
vice,!,  alio  cation  of  equipment  and  discrimination,  ^if 
ouch  arise,  are  to  be  determined  by  a coii5)etent  local  board  o*' 

■ ft  . 


j.,  /<., 

arbitration  to  be  agreed. upon  by  the  parties  in^interest,-  or, 

V 

i’'«o:  ..it,  '.Jf. 


t'TT  min'« 


■>  - r,' 


’ir' 


rw'^-' 


■ '1 


(Wtri 


mt 


nv;' 


r:;  ;' 

.nex?  in  order  I',  by'  -the  PubiiCL^®  itlp,  CoBimi^s^pn 
' ''■  ^p^'public  euthorUi  es.-'S®.^^-y'H^^  ^ " ::'| 

(Il5  1b na  of  lfoti’?-e*^Power;  \otforw  oLinotive  power  | 

^ TTo  th'er,  feuipnent  ehail' be  used,  in  performing's  these  switch- 

1.  '• ’"  '‘^  "’'  I 

£ Jte'operBticca,  that  will  ihterfere  with  the"»free  interchange 

•*  '■■’  -4  ® 

fr'ot  traific  with  connect ir^  lines*  ^ 

■ -■  ^ ncnviv 

■ Extension  of'^jPacUitica :' ■ The  Pere  m.r\uette> 

Bnilrosd  hereby  agrees  to  extend  itc  tracks^  interchanges,' 

,, ^'’''oonn<>ctio ns R industry  epurs^and  sexTices  as  may  be reasonably 
, . reuuired  ^y  the  industries  o rereads  desiring  to  eerre  the  same, 

*■•■:  ,»*T&  '^'  ’^'''  •“  '.-;  -ja  ® 

*'  within  the  limits  of  its  own  rightrof-way ; all'^ such  industry 
tracks  to  be  built  by  and  controlled  by  th^  industries  them- 

1 'I  . 4 ^ _. 

selves  insofar"  as  these  traok  connectioxi®  lie  outside  of  the 

luilr^d’e  right-ol-»way.  ^ ^ 

(13)  Senaiato  Aocountinff, ; . The'Pere  likrquette  Rail- 

, i'’  ".  J'  ■ **  pi  .^■.  Ul  . . 

'road  hereby  agrees  to  organize  the-  Flint  Terminal  Belt  Line 


e 0y-\,*i (;•  g'  hereinbefore  desc2*ibed|  as  a distinct  opeiatSon  and 

l-3^  til  .'*  . '■  j j.  A ^ llffll 

jSOivic®,  and  to  maintain  a cojjaplete  and^’independent  set  of 

f ."v*  ■ ^ ^ '• 

financial'  andv Operating  records  ^pertaining  to  its  local  swit^- 
ing  operations  as  hereinbefore  definiedV-^ to  the  end  that^  ■Qie 

\ V r 

elements  of  service'*  and  total  cost 'thereof' may  kb e distinctly 

IH'  1.-  .'j.,  '■  M'f 


’''''-Si  ’ ""  •?  B ■ ■ " " 

r*^'  cet  forth  and  z’endered  available  tof'be  City  of  Flint  a,nd  its 

* I'ji  .-iy*  '»i 


indue tr’ea  in  dclfcariainlng  the  reasohableziees  of  the  Belt  Line 

la'-  WSS&'.  ^ -fe-  ' 

I In  the  I event  that  ri,‘ 


scr\lceo  and  charges  therefor* 
.(14)  Gomoletion  of 


".r  -■  O'-  f.  n ' ;■  .,'1 

the  Per©  2f?.rauettc  Railroad  does  or  ie.  requested  to  extend 'its, 

^ B - ' tfi  *»■  '«|f.  !ff4  nc^.  V 


tiacko  or  ewitcfixing "service, ^0 r bdth»  ^nto^^ other  industrial 

j 


m 


. . yj^a 


5 • 


X-4  cpW  'tJfi 


■'I,  , «■  'J'  ■ .V 

d Settle tc’oi'  Fliiit,.  tbo  Odiar^lSf'' tocxe'by  ag  to  'be^ 

' .a- 

JF'-  .1-.*  ■>  'ijip 

come  la  party  tf  the  Kct  cue  ion  of  connecting  Belt  Line  ser 

.-■  V- '<  .c  , . ffi. 


K 


viCB^umn  eucii  texme  and  conditions  as  my„  he  agreed  upon  oy 


-the ''interested  roads ; and'  to  enter  into  contracts  or  other  ^ 

r;.  m 

TSStror^ktug  ailTangementa  ■with  other  roads  for  whicii  it  may  now  or 
’ ' ' 'V"  ® 

hereafter  do  S'Kltching  servioe*  for  organizing  or  co-operating 


in.  the  coiBpletc  development  of  a coruiecting’''belt" railroad  (to 

, . ' ;r , ' ' ' , ' - ' ',v  f • 

r‘’*>  :he  hnown^ss  the  Flint  Belt  Lins),  tyjtthioinco-cpefetiTe  ar-  . 


sj 


til 


.'.V\  Ji 


Js^genisr.T,  :,the  tej^hal  switching  operations ^.v/ithin  the  City 
j of  Flint  may  reduce  to, necessary  for  efficient 


■v';« 


opemtion,  with  ehiectjrf  i^ending  throughout  all  tiie 


induetriaj.  districts,  of  Flint  the  ^saaie,  character  of  univeroal 

- JB  - «t  ^ 

o'  ■ . . ' ' ■ ■ .i  '> 

Bernice,  a a '“‘is  herein  provided  within*’ the  Last  Side  Industrial 


, Lietrict*  The  co-operative,  agreement  described  in  this 


j*-? 


paragraph  cwiy  in  no.  xfispeeft  be  considered  as  necessarily  in- 

r"'  . r 

> . • ' , I , ’ y'  *3^1 

terferlng  with  th3  ownerehip  continuity  of  the  saain  line 

. A.'  ig  :"'■■''  ' ■ '■■  t 

. trades  and  ri^ts-of-way  of  the  several”  railroads  so  co-operat 

, f ‘ .. 

. -ing. 


■flr  ^ 


E,. 


,■ 

— ^ 
n/L’ 


4.  " 


M-J 


ik 


-f  . 


.Vi.-*?. 

(16)  Great  Lalces  Joint Rights:  It  is  agreed  that 


ir 


*■ 


> ' <the  Flint  &.  Groat  Lahei^  liailroad  sh.all  have  the  right  and  option  • 
.build  and  operate  an  slectric-n line  extending  north  from'the,^  ^ 

f f’.  ; B . ' ; flP  , , 

north  int©3 sec ticn'  of  Ve^tern  Eoadjand  the  right-of-way  herein  . 

■’i  '■•'  ■!' 

granted  -o  the  Boro  Kaxiioette  Eailroad^  adjacent  to  and  west 

of  the  Pere  Jferquette  right-of-way,  acrosB  the  combined  bridge 

^ ^ a '-li 

meiitioned  in  the  previous  paragraph,  thence  diverting  -westerly 

along  approximately  the  City  Llnite  and  passing  under  the  ex- 

^ to  J 

irtlng  JTjfin  line  of  the  Pere  Ifa^quctte  Kallroad  to„a  conneotion 


r- 


^Tli' 


fr*t 


tiy 


««f -ixfikm  u 

J'iP^  I ^2SW>. 


'H’. 


Pige  -ZZ4 
K',«V 


?‘::M 


Mi  * ._ 


L exleting.  Wecirlc  Ii«ee  o^,’the'I>etit)it  United  Eaiisay 

m i'  air  » ',  jjnij'''..,,:.' .ft''"  " ■ '%  ■'  w : 


i-i.;.',.  In  Saginaw  et..or  o'tber  rlsht-of-way  acquires  for«that‘ pur--' 


.JSce;  the, 'operation  of  he  independent  r^of  any  com-i 

► . -— ^ ^ ' fi^j,  - I '1  ^ 


1 


„.  to  ' '■^  P ^ 

nefesstion  to’  the  Pere  liEarqnettc  Railroad  other  than  a reason- 

ifC^®  p<('  .A  ■'.  ^ 

T^‘  able  contrihuticn  to  the^consti’uction  cost  of  the^Flint  River 


'!(<' 


- y “ ' *■'' 

hereirwhove  descrihed  and  maintenance  thereof*  Such;^ 

■?,'  „ ■'•■  ■ j*  tv-K\  r„  J ''C,n  fc*'”' 


5,'^ii  .JS-  >-.'5! 

.'^.''  Option  la  , to  he  arranged  for'i'or.r' exercised  prior  tooths  execu- 

tier  "of  this  contrao'tf  i.*'..  ^BI^L 

o.-  . a','-  ',  T^E5^'^ 

Comh.'^^nedtTjrldgia  f Per©  liarquette  Railroad 

I'St,' 


■is* 


hereby  agree®  build  in  conneotior  vith  ^1©  line  across 

■ '''»'*  i-r  ''  .■^.  ■ 

the  iia'turel  dspreeBion^oi  the  Flint  Ei  '■er  and  Keayeley  Creek, 
a ccKblrv^^d  hridga^  vlth  reasonable  facilities  thereon  for  the 


oocofitmcdalsion  of  ,^.  ■ *"  ■ 


o,'  Steam  main -'line  and  ©witching  traffic  ; 

' '>•-  -.  ,,  * rv 


IT' 


b,  El eo trio  lines/ ho th  city  and  interurban,  ^ 
of"  the  Flint  it  Crea^  lakes  Railroad  and  th« 


m 


Petroit  United  Railway ^ if  option  is  exeredsed 
^T^'-theroty;  15'#;;  'JSP'X  ^ 

' 0-r  Hi^way  croeslng  for  V?liieleS|and  pedeetri'ansj 

ife  at  a City  facility,  if  and'when  desired  ald^ap 
» ''proved’ by  th'>  City  autho rl t lee i 

■*  * ■-  ^ 


> v 


H 


kad  the  apportr.lo'iment  of  cost  for  the  entire 


f, 


ocreti’uctlon  work  between  "th5  several  parties  in  interest  to" 


m 


a 


€•■  ' iv  V,  ■ 

be  6U0h  tiiat'^the  ©le&trio  lines  and  oity^highwaysi shall 'beat? 

«■  ' - 'T  T ’fSl  _ . -' 

I*  ^ ?j  ' ■-  • >21 

tli3  excress  cost* and  only  the  excess  coat  of  the  total  combined 

* ",  . rj,,  *i  ' ■'.  T9  -1  ^ 


.1 


conBtnxction  over  ejid  above  the  dost*of  a etanderd  steam  rail 


t/# 


road  bridge  in  the  same . location  and  built  under  Borae^oon 


■ ■•*  t * ■ i.  ^ ' S 

ditlda9.^,a8  to  tho  contract  price  of  materials  and  labor*  ' 


is.’:  (17)  GtaslH  j^akeo  Lanc^  Co::-pencatlc';i The  Per©  l!ar» 


h ^ra  . 


;-‘5V;,  i- 


rjn.' 


'*7-;  : 

- 


iiia 

Bsaifea 


‘y^i  - 


K;.»S 


lli,.',  ,lii 


f; 


qyctte  Ifeilroad,  ■*«  coneidera'tion  of  ‘beirtg  the  duly  accredited  , 
agency  for  all  nviitching  and  Belt  ^liine  service  in  the  i2«ast  Sia^ 
Iridustsi&l  District,  and  adjacent  distr1.ctc.,  as  specified  in 
this  contract,  and  in  view  of  the  fact  that  the  Iflint  k Great 
Lakes  Eailroad  has  already  invested  considerable  suns  in 
private  rights-of-way  and  other  areas  for  yard  locations,  in 
the  East  Side  District  and  in  Ibrth  Elint,  hereby  agrees  to 
purchase  such  lands  and  rights-of-way  vest  of  Pere  SCarqvette 
and  north  of  Stewart  Ave,  so  held  by  the  Flint  and  Gre^t  Lakes 
railroad,  adjo.cent  to  or  usable  bv  the  Per®  Marquette  Railroad 
in  its  future  development,  at  th.e  actual  cost  thereof,  in  or- 
der that  the  Flint  & Grear  Lakes  Eoilroad  my  be  relic'ved 
of  the  investment  already  mde  in  good  faith,  7rhich  is  rendered 
valueless  to  it  under  the  terxnc  of  this  contract  wherein  the 

i' 

Pore  Ihrquetta  Railroad  3e  given  the  right  of  perforuing  in  n 
full  the  terminal  and  switching  operations  conteJtrplated  by 

/the  Flint  k Great-  Lakes  Railroad!  the  terms  and  conditions  of 

/ 

such  purchase  and  transfer  of  lands  and  rights -of -way^  to  be 
worked  cut  supplemental  to  this  ecnti-act,  and  gccepted  by  the 
parties  in  interest  in  writirig,  prior  to  its  execution. 

(16)  Ivifd  t of  Rccoiu-se.  It  io  further  expressly 
agreed  that  the  stipulationo  and  undertakings  provided  for 
in  thio  contract,  to  be  performed  by  the  Pere  Marquette  Hail« 
road,  are  mde  and  entered  into  not  only  for  Viie  benefit  of 
the  City  of  Flint  In  the  extension  and  development  of  trans- 
poration  facil:.tieff  within  the  City  of  Flint  and  forsuch  dis- 

f. 

tanco  outside  the  limits  of  said  City  ac  may  be  required  'ly 


JUlil  iiiiktlj-  li  'lii 


fn  >1  ’■  li' 

LV - industrial  developnent,  but  ailtso  for  the, .'benefit  of  ail  per- 

-'K  • t'j  fr.  " 


Bone,  firms  and  corporations,  desiriisg  to  use  the  facilitiee 

r^..  . • * . ..-V  ■ ■[{' 


f.*' 


ir, 


afforded  hy  the  Pere  Marqjictte  Eailroad  in  the  transportation 


^ . o^^freight  and  passengers  and  the  switching  aiid-^transfcr  of 

mm  - ^ V - 

cart 'Upon  tracks  and  lines  of^the.Pere  l^rqttettc  Hailroad^as 


the  oame^may  from  time  to  time  ^ exist  within  the  City  of  J'lint 


‘t.-i  * 


'*  c^: 

>*  rf  f)-  •''  e 

and  for  a distancejof  ten  (lO)  miles  outside  the  llmito  there- 


.of,  and  that 'all  ?euoh  persons,  and  corporations  shall  ha'7e 

' l.iT  i-'  ■ ’ *1  ' 


MV 


1«T 


rights  of  action  and  leeai;reEJedics  for_  theiTenforccment  of  any 

,'C  -4lt  ,** 

* 

of  the  tcrmfi  and  conditions  of  this  contract  to  the  same  ex- 


. 


tent  as  thou^  the  contract  had  "been  made  directly  between  >■ 

..  c ■■ :’  ' Jt;  o ■■  V " o 

' ''  * tl*!  ■ ’ A*> 

said^Pere  lfeirqucttei,Hailroad  and  such  person,  firm  or  corpora- 


■>-'  » V 


m \:j 


tiozi» 


■'  iMi-ii  . -I 

■ " V T 

V-  a. 


d 


SECOiai.  - SOTPLEMBSTAL  liSCROV  AGHEBJuBBI*  is  to  be  executed  simul^ 


^ « a 


taneously  with  the  foregoing  contract  agreement,  in  which  all 


deeds  of  transfer  involved  in  this  preceding  shall  be  depos- 
'•^Ited  in  the  Mrik,  as  Trustee, 

■*  *;(f  _ M 


4: 


to  be  held  in  euerbw  by  the  bank  and  -to  be  delivered  to  the 


nO  «0 


-S' 


several  grantees  therein  named  when  the.Pere  Iferquette  Bail- 


s- 


•t* 


road  shall  have  constructed  and  ready,  for  operation  the  neo- 


eesary  road-bed,  bridges, ‘^switches,  interdlobks  and  railroad 

■••'  :>  IF.:  ^' 

equipment  co,  as  to  allow  the  continuous  passage  of  stands, rd 


r/?  , 


rolling  stock  over  its  line  and  shall  have  actually  operated 


over  the  line  a test  train  consisting  ,or« a road  engine  and 


not  lees  than  30  loaded  freight  cars;  provided  that  the  time 


Cot  oonqfletion^and  operation  of  the  Initial  pbrtion  of  the 


■'  'Hj  fc 

Flint  Belt  Line  fiorn  JioQrew  to  Grand  Blar.c,  with  the  nec- 

-I  . It,..  -■ 

.oonueatiohs,  sidings  and 


■a,. 


iduetry 


Till, 


TTf  ■’T^r^ryit  T 'Ti'  ■J1TT' 


t)e  toT  f than  t770  (2)  years  froTz- 


«).  ■ r,,.  ' ,,  ■ V-  . ■ T ;j.  ■ ■i  a') 

'feidfttc  of  contr^t:ln  default  of  ^ioh  condition  the  trustee 

■»  ,■  'f'  ,.^  . .. 

is:  V 


' - thereupon^' ret^  the.  se-^eral  da'ds  of  tranefer  to  the 


B fere ral  grantors  named  in  the  .respective  deeds,-  and  the  said 

•■ ,,  ■ - i.  • ' o _ sc 

. deeds  and  contract  hetv/een  jr • D*  Dort‘  et^al*  (locai? devdopinent 
. company) and  the  Pore  XSarquettc  Eailrbadjjshall^thereupon  he-  ^ 

S*.'  ?•  JB,  & 


• Z -v 


cojce  null  and  void* 
■ « 


DX1799 

BARRETT  BINDERY  CO. 
chIcago 


